Alfa Romeo

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Alfa Romeo Automobiles S.p.A.

La meccanica delle emozioni (The mechanics of emotion)
Type	Private Società per azioni
Industry	Automotive
Predecessor	Società Anonima Italiana Darracq (SAID)
Founded	24 June 1910; 108 years ago(as A.L.F.A.) Milan, Lombardy, Italy
Founders	Alexandre Darracq Ugo Stella Nicola Romeo
Headquarters	Turin, Piedmont, Italy
Area served	Worldwide
Key people	John Elkann (President) Timothy Kuniskis (CEO)
Products	Luxury vehicles
Production output	66,155 vehicles (2016)
Owner	Fiat Chrysler Automobiles
Parent	FCA Italy
Website	alfaromeo.com

FNM Brazilian Alfa Romeo Special

Alfa Romeo Automobiles S.p.A. (Italian: [ˈalfa roˈmɛːo]) is a luxury car manufacturer, founded by Frenchman Alexandre Darracq as A.L.F.A. (“[Società] Anonima Lombarda Fabbrica Automobili“, “Anonymous LombardAutomobile Factory [Company]”) on 24 June 1910, in Milan. The brand is known for sporty vehicles and has been involved in car racing since 1911.

The company was owned by Italian state holding company Istituto per la Ricostruzione Industriale between 1932 and 1986, when it became a part of the Fiat group. In February 2007, the Alfa Romeo brand became Alfa Romeo Automobiles S.p.A., a subsidiary of Fiat Group Automobiles, now Fiat Chrysler Automobiles Italy.

The company that became Alfa Romeo was founded as Società Anonima Italiana Darracq (SAID) in 1906 by the French automobile firm of Alexandre Darracq, with Italian investors. In late 1909, the Italian Darracq cars were selling slowly and the Italian partners of the company hired Giuseppe Merosi to design new cars. On 24 June 1910, a new company was founded named A.L.F.A., initially still in partnership with Darracq. The first non-Darracq car produced by the company was the 1910 24 HP, designed by Merosi. A.L.F.A. ventured into motor racing, with drivers Franchini and Ronzoni competing in the 1911 Targa Florio with two 24-hp models. In August 1915, the company came under the direction of Neapolitan entrepreneur Nicola Romeo, who converted the factory to produce military hardware for the Italian and Allied war efforts. In 1920, the name of the company was changed to Alfa Romeo with the Torpedo 20–30 HP the first car to be so badged.

In 1921, the Banca Italiana di Sconto, which backed the Ing. Nicola Romeo & Co, went broke and the government needed to support the industrial companies involved, among which was Alfa Romeo, through the “Consorzio per Sovvenzioni sui Valori Industriali”. In 1925, the railway activities were separated from the Romeo company, and in 1928, Nicola Romeo left. In 1933, the state ownership was reorganized under the banner of the Istituto per la Ricostruzione Industriale (IRI) by Benito Mussolini‘s government, which then had effective control. The company struggled to return to profitability after the Second World War, and turned to mass-producing small vehicles rather than hand-building luxury models. In 1954, it developed the Alfa Romeo Twin Cam engine, which would remain in production until 1994. During the 1960s and 1970s, Alfa Romeo produced a number of sporty cars, but struggled to make a profit, so Istituto per la Reconstruzione (IRI), the state conglomerate that controls Finmeccanica sold the marque to the Fiat Group in 1986.

Alfa Romeo has competed successfully in Grand Prix motor racing, Formula One, sportscar racing, touring car racing, and rallies. It has competed both as a constructor and an engine supplier, via works entries (usually under the name Alfa Corse or Autodelta), and private entries. The first racing car was made in 1913, three years after the foundation of the company, and Alfa Romeo won the inaugural world championship for Grand Prix cars in 1925. The race victories gave a sporty image to the marque, and Enzo Ferrari founded the Scuderia Ferrari racing team in 1929 as an Alfa Romeo racing team, before becoming independent in 1939. It has had the most wins of any marque in the world.

History

Name

The company’s name is a combination of the original name, “A.L.F.A.” (“Anonima Lombarda Fabbrica Automobili”), and the last name of entrepreneur Nicola Romeo, who took control of the company in 1915.

Foundation and early years

A 1908 Darracq 8/10 HP assembled by Alfa Romeo’s predecessor, Darracq Italiana.

The A.L.F.A 24 hp (this is with Castagna torpedo body) was the first car made by Anonima Lombarda Fabbrica Automobili (A.L.F.A) in 1910.

The company that became Alfa Romeo was founded as Società Anonima Italiana Darracq (SAID) in 1906 by the French automobile firm of Alexandre Darracq, with some Italian investors. One of them, Cavaliere Ugo Stella, an aristocratfrom Milan, became chairman of the SAID in 1909. The firm’s initial location was in Naples, but even before the construction of the planned factory had started, Darracq decided late in 1906 that Milan would be more suitable and accordingly a tract of land was acquired in the Milan suburb of Portello, where a new factory of 6,700 square metres (8,000 sq yd) was erected. Late 1909, the Italian Darracq cars were selling slowly and Stella, with the other Italian co-investors, founded a new company named A.L.F.A. (Anonima Lombarda Fabbrica Automobili), initially still in partnership with Darracq. The first non-Darracq car produced by the company was the 1910 24 HP, designed by Giuseppe Merosi, hired in 1909 for designing new cars more suited to the Italian market. Merosi would go on to design a series of new A.L.F.A. cars, with more powerful engines (40–60 HP). A.L.F.A. ventured into motor racing, with drivers Franchini and Ronzoni competing in the 1911 Targa Florio with two 24-hp models. In 1914, an advanced Grand Prix car was designed and built, the GP1914, with a four-cylinder engine, double overhead camshafts, four valves per cylinder, and twin ignition. However, the onset of the First World War halted automobile production at A.L.F.A. for three years.

In August 1915, the company came under the direction of Neapolitan entrepreneur Nicola Romeo, who converted the factory to produce military hardware for the Italian and Allied war efforts. Munitions, aircraft engines and other components, compressors, and generators based on the company’s existing car engines were produced in a vastly enlarged factory during the war. After the war, Romeo invested his war profits in acquiring locomotive and railway carriage plants in Saronno (Costruzioni Meccaniche di Saronno), Rome (Officine Meccaniche di Roma), and Naples (Officine Ferroviarie Meridionali), which were added to his A.L.F.A. ownership.

Alfa Romeo production between 1934 and 1939

Year	Cars	Industrial vehicles
1934	699	0
1935	91	211
1936	20	671
1937	270	851
1938	542	729
1939	372	562

8C 2900B Touring Spider (1937)

Car production had not been considered at first, but resumed in 1919 since parts for the completion of 105 cars had remained at the A.L.F.A. factory since 1915. In 1920, the name of the company was changed to Alfa Romeo with the Torpedo 20–30 HP the first car to be so badged. Their first success came in 1920 when Giuseppe Campari won at Mugello and continued with second place in the Targa Florio driven by Enzo Ferrari. Giuseppe Merosi continued as head designer, and the company continued to produce solid road cars as well as successful race cars (including the 40–60 HP and the RL Targa Florio).

In 1923 Vittorio Jano was lured from Fiat, partly thanks to the persuasion of a young Alfa racing driver named Enzo Ferrari, to replace Merosi as chief designer at Alfa Romeo. The first Alfa Romeo under Jano was the P2 Grand Prix car, which won Alfa Romeo the inaugural world championship for Grand Prix cars in 1925. For road cars Jano developed a series of small-to-medium-displacement 4-, 6-, and 8-cylinder inline engines based on the P2 unit that established the architecture of the company’s engines, with light alloy construction, hemispherical combustion chambers, centrally located plugs, two rows of overhead valves per cylinder bank and dual overhead cams. Jano’s designs proved both reliable and powerful.

Enzo Ferrari proved a better team manager than driver, and when the factory team was privatised, it became Scuderia Ferrari. When Ferrari left Alfa Romeo, he went on to build his own cars. Tazio Nuvolarioften drove for Alfa, winning many races before the Second World War.

Alfa Romeo 8C 2900 Scuderia Ferrari

In 1928 Nicola Romeo left, and in 1933 Alfa Romeo was rescued by the government, which then had effective control. Alfa Romeo became an instrument of Mussolini’s Italy, a national emblem. During this period it built bespoke vehicles for the wealthy, with bodies normally by Touring of Milan or Pinin Farina. This era peaked with the Alfa Romeo 2900B Type 35 racers.

The Alfa factory (converted during wartime to the production of Macchi C.202 Folgore engines: the Daimler-Benz 600 series built under license) was bombed during the Second World War, and struggled to return to profitability after the war. The luxury vehicles were out. Smaller, mass-produced vehicles began to be produced beginning with the 1954 model year, with the introduction of the Giulietta series of berline (saloons/sedans), coupes and open two-seaters. All three varieties shared what would become the Alfa Romeo overhead Twin Cam four-cylinder engine, initially 1300 cc. This engine would eventually be enlarged to 2000 cc and would remain in production until 1995.

When I see an Alfa Romeo go by, I tip my hat.

— Henry Ford talking with Ugo Gobbato in 1939

Post war

Once motor sports resumed after the Second World War, Alfa Romeo proved to be the car to beat in Grand Prix events. The introduction of the new formula (Formula One) for single-seat racing cars provided an ideal setting for Alfa Romeo’s Tipo 158 Alfetta, adapted from a pre-war voiturette, and Giuseppe Farina won the first Formula One World Championship in 1950 in the 158. Juan Manuel Fangio secured Alfa’s second consecutive championship in 1951.

Alfa Romeo production between 1998 and 2017

Year	Cars
1998	197,680
1999	208,336
2000	206,836
2001	213,638
2002	187,437
2003	182,469
2004	162,179
2005	130,815
2006	157,794
2007	151,898
2008	103,097
2009	103,687
2010	119,451
2011	130,535
2012	101,000
2013	74,000
2014	58,948
2015	56,688
2016	71,700
2017	118,000

In 1952, Alfa Romeo experimented with its first front-wheel drive compact car, “Project 13–61”. It had the same transverse-mounted, forward-motor layout as the modern front-wheel drive automobile. Alfa Romeo made a second attempt toward the late 1950s based on Project 13–61. It was to be called Tipo 103 and resembled the smaller version of its popular Alfa Romeo Giulia. However, due to the financial difficulties in post-war Italy, the Tipo 103 never saw production. Had Alfa Romeo produced it, it would have preceded the Mini as the first “modern” front-wheel drive compact car. In the mid-fifties, Alfa Romeo entered into an agreement with Brazil‘s Matarazzo Group to create a company called Fabral (Fábrica Brasileira de Automóveis Alfa, “the Brazilian Alfa automobile factory”) to buildthe Alfa Romeo 2000 there.

After having received government approval, Matarazzo pulled out and under pressure from Brazil’s President Juscelino Kubitschek the state-owned FNM company instead commenced building the car as the “FNM 2000” there in 1960.

During the 1960s, Alfa Romeo concentrated on competition using production-based cars, including the GTA (standing for Gran Turismo Allegerita), an aluminium-bodied version of the Bertone-designed coupe with a powerful twin-plug engine. Among other victories, the GTA won the inaugural Sports Car Club of America‘s Trans-Am championship in 1966. In the 1970s, Alfa Romeo concentrated on prototype sports car racing with the Tipo 33, with early victories in 1971. Eventually the Tipo 33TT12 gained the World Championship for Makes for Alfa Romeo in 1975 and the Tipo 33SC12 won the World Championship for Sports Cars in 1977.

By the 1970s, Alfa Romeo was again in financial trouble and creative measures were attempted to shore it up, including an ultimately unsuccessful joint venture with Nissan endorsed by Ettore Massacesi of Alfa Romeo’s parent company, the Italian-government owned Istituto per la Ricostruzione Industriale (IRI) and Prime Minister Francesco Cossiga. By 1986, IRI was suffering heavy losses, and IRI president Romano Prodi put Alfa Romeo up for sale. Finmeccanica, the mechanical holdings arm of IRI and its predecessors owned Alfa Romeo since 1932. Prodi first approached fellow Italian manufacturer Fiat, which offered to start a joint venture with Alfa. Prodi was initially unsupportive, citing the strained industrial relations between Northern and Southern Italy, with Fiat being based in Turin and Alfa being based in Milan.

Fiat withdrew its plan for a joint venture when Ford put in an offer to acquire part of Alfa Romeo and restructure the company, while increasing its stake over time. However, Fiat put in a bid to acquire the entirety of Alfa Romeo and offer job guarantees to Italian workers, an offer that Ford was unwilling to match.

It also did not hurt any of the parties involved that an acquisition by Fiat would keep Alfa Romeo in Italian hands. In 1986, the deal was concluded with Alfa Romeo merged with traditional rival Lancia into Fiat’s Alfa Lancia Industriale S.p.A.

Models produced from the 1990s combined Alfa’s traditional virtues of avant-garde styling and sporting panache with the economic benefits of product rationalisation, and include a “GTA” version of the 147hatchback, the Giugiaro-designed Brera, and a high-performance exotic called the 8C Competizione (named after one of Alfa’s most successful prewar sports and racing cars, the 8C of the 1930s).

In 2005 Maserati was bought back from Ferrari and under Fiat’s full control. The Fiat Group plans to create a sports and luxury division from Maserati and Alfa Romeo. There is a planned strategic relationship between these two; engines, platforms and possibly dealers will be shared in some markets.

In the beginning of 2007, Fiat Auto S.p.A. was reorganized and four new automobile companies were created; Fiat Automobiles S.p.A., Alfa Romeo Automobiles S.p.A., Lancia Automobiles S.p.A. and Fiat Light Commercial Vehicles S.p.A. These companies are fully owned by Fiat Group Automobiles S.p.A (from 2007 FCA Italy S.p.A.).

Carabinieri and Italian government

In the 1960s Alfa Romeo became famous for its small cars and models specifically designed for the Italian police and Carabinieri; among them the “Giulia Super” and the 2600 Sprint GT. The colours of the Alfa Romeos used by the Polizia were/are green/blue with white stripes and writing, known as “Pantera” (Panther), enhancing the aggressive look of the Alfa (particularly the Giulia series), while the Carabinieri Alfas are dark blue with white roofs and red stripes, known as the “Gazzella” (Gazelle) denoting the speed and agility of these “Pattuglie” (patrol cars). However, the term “Pantera” became used interchangeably and the image helped create a no-nonsense, determined and respected perception by the general public of the men that drove these cars, true to their history.

Italian State Police Flying Squad“Panther” 1971 Alfa Giulia Super

Since then, Alfas remain the chosen mount of the Carabinieri (arm of the Italian armed forces seconded only partly for civilian policing purposes), Polizia Autostradale (highway police), Guardia di Finanza (fiscal law enforcement) and the conventional police service (Polizia). Successively, the following Alfa Romeo Berlinas have found favour for Italian police and government employment• Alfa Romeo AR51• Alfa Romeo Giulia1978 Alfa Romeo Alfetta GTV (7254572400)  • Alfa Romeo Alfetta1984 Alfa Romeo Giulietta   • Alfa Romeo Giulietta1987 Alfa Romeo 33 Polizia Squadra Volante  • Alfa Romeo 33 (Polizia di Stato only)1988 Alfa Romeo MIlano (America) Alfa 75   • Alfa Romeo 751989 Alfa Romeo 164 – 2.0 Twin Spark Alfa Romeo 164 presidential limousine (Italy)   • Alfa Romeo 164 (official vehicles)• Alfa Romeo 155• Alfa Romeo 1562004 Alfa Romeo 166  • Alfa Romeo 166 (official vehicles)2010 Alfa Romeo 159 2.0 JTDm ECO Elegante   • Alfa Romeo 1592016 Alfa Romeo Giulia QV Carabinieri   • Alfa Romeo Giulia (Carabinieri only)

Since the 1960s, the Italian Prime Minister has used Alfa Romeos (and lately the new Maserati Quattroporte) as preferred government limousines. The 164 and 166 have found particular employment in the last two decades.100 years Alfa Romeo

On 24 June 2010, Alfa Romeo celebrated 100 years from its foundation.

Recent developments

Alfa Romeo has been suffering from falling sales. Some analysts concluded that the automaker suffered large operating losses in the mid-2000s – estimated to be about 15 percent to 20 percent of annual revenues, or about 300 million to 500 million euros a year. For the year of 2010, it sold a total of about 112,000 units which was significantly lower than Fiat CEO Marchionne’s global sales target of 300,000. Alfa then wanted to achieve 170,000 sales in 2011, including 100,000 Giulietta and 60,000 MiTo, but it actually sold 130,000 units that year. Its medium-term target was 500,000 units by 2014 including 85,000 from N. American market. In 2017 Alfa Romeo increased production by 62 percent, it build a total of 150,722 vehicles at the company’s three factories.

Return to North America

Giulietta Spider

Alfa Romeo was imported to the United States by Max Hoffman from the mid-1950s. The Giulietta Spider was born by request of Max Hoffman, who proposed an open version of the Giulietta. In 1961 Alfa Romeo started importing cars to the United States.

In 1995, Alfa Romeo ceased exporting cars to the United States, the last model sold in that market being the 164 sedans.

Since that time, rumours of a return culminated with a website announcement stating “The long-awaited return of Alfa Romeo to the United States market should take place by 2007, with a range of new models.” In fact, Alfa Romeo’s return to United States was officially confirmed on 5 May 2006 by Fiat CEO Sergio Marchionne. North American sales resumed in October 2008, with the launch of the low production 8C Competizione coupe. Also in 2008, Alfa Romeo and Chrysler were reported to be in discussions over the possibility of producing Alfa Romeo cars in some Chrysler manufacturing plants that had shutdown due to the company group’s restructure and cost cutting. Instead, as reported by The Wall Street Journal reported in November 2009, Chrysler discontinued several Dodge and Jeep models while phasing in Alfa Romeo ones and the new Fiat 500.

The next significant milestones in Alfa Romeo’s North American return occurred in 2014, with the launch of the more affordable two-seater 4C coupe. That year, Fiat Group Automobiles S.p.A. confirmed that its original agreement with Mazda Motor Corporation, for the speculated manufacturing of a new Alfa Romeo Spider based on the Mazda Miata, had been terminated mutually in December 2014 (with this joint-venture’s Miata-based car, becoming the new 2015 Fiat 124 convertible). In 2015, Alfa Romeo’s return to this market was further bolstered by the automaker’s display of the new Giulia at the Los Angeles Auto Show. In February 2017, Chrysler featured its Alfa Romeo brand exclusively in three ads during Super Bowl LI.

Alfa Romeo’s US importer, FCA US LLC, imports the 4C, Giulia and Stelvio.

Design and technology

Badge on Alfa Romeo 4C

Technological development

Alfa Romeo has introduced many technological innovations over the years, and the company has often been among the first users of new technologies. Its trademark double overhead cam engine was used for the first time in the 1914 Grand Prix car, the first road car with such an engine, the 6C 1500 Sport, appeared in 1928.

Alfa Romeo tested one of the very first electric injection systems (Caproni-Fuscaldo) in the Alfa Romeo 6C 2500 with “Ala spessa” body in 1940 Mille Miglia. The engine had six electrically operated injectors, fed by a semi-high pressure circulating fuel pump system.

Mechanical variable valve timing was introduced in the Alfa Romeo Spider, sold in the U.S. in 1980. All Alfa Romeo Spider models from 1983 onward used electronic VVT.

The 105 series Giulia was quite an advanced car, using such technologies as all-wheel disc brakes, and a plastic radiator header tank. It had also the lowest drag coefficient (Cd) in its class The same trend continued with the Alfetta 2000 and GTV, which had such things as 50:50 weight distribution, standard fit alloy wheels and transaxle.

Newer innovations include complete CAD design process used in Alfa Romeo 164, robotised/paddle control transmission Selespeed used in the 156; the 156 was also the world’s first passenger car to use Common rail diesel engine. The Multiair -an electro-hydraulic variable valve actuation technology used in MiTo was introduced in 2009. In 2016 Alfa Romeo Giulia came with electrical brakes.

Body design

Alfa Romeo 6C 2500 SS (1939, serial number 913.008) by Technical museum of Vadim Zadorogny

Many famous automotive design houses in Italy have accepted commissions to produce concepts and production vehicle shapes for Alfa Romeo. These include:

Bertone

Giorgetto Giugiaro / Italdesign

Pininfarina

Zagato

Centro Stile Alfa Romeo

The last mentioned, the Centro Stile, has rapidly gained international credibility with its work. The 8C Competizione super-coupé, and the MiTo hatchback are the results.

Construction techniques used by Alfa Romeo have become imitated by other car makers, and in this way Alfa Romeo body design has often been very influential. The following is a list of innovations, and where appropriate, examples of imitation by other car manufacturers:Alfa 6C 2500 S

1950s: Monocoque body design in the Giulia: While not an imitation per se, this construction technique became extremely widespread, and remains so to the present day.

1960s: Aerodynamics: The 116-series Giulia had a very low Cd. Toyota in particular sought to produce a similarly shaped series of vehicles at this time.

1970s: Fairing of bumpers: In order to meet American crash standards, Alfa formulated design styling techniques to incorporate bumpers into the overall bodywork design of vehicles so as to not ruin their lines. The culmination of this design technique was the 1980s Alfa Romeo 75. The process was widely copied, particularly in Germany and Japan.

1980s: The Alfa 164: The design process and influence of this car is almost completely out of all proportion to previous Alfas. The 164 introduced complete CAD/CAM in the manufacturing cycle, with very little directly made by hand in the vehicle. In addition, the 164’s styling influence continues into the present day line of modern Alfas. Most manufacturers incorporated design ideas first expressed in the 164 into their own designs, including greater reliance on on-board computers.

1990s: The pseudo-coupé: The Alfa 156 and 147, while four-door vehicles, represented themselves as two-doors with prominent front door handles, and less visible rear door-handle flaps. Honda has used this design style in the latest Civic hatchback, and a somewhat similar idea is also seen in the most recent Mazda RX-8 four-seat coupé.Alfa Spider (Type 939)

2000s: The Brera and 159: These vehicles’ design, by Giorgetto Giugiaro, have proven influential in sedan and coupé styling, demonstrating that concept vehicles are often immediately translatable into road car form, providing that initial design takes place using CAD systems.

Alfa Romeo has made a number of concept cars:

1950s – The B.A.T. cars

The Berlina Aerodinamica Tecnica prototype cars were designed by Bertone as an exercise in determining whether streamlining and wind-tunnel driven designs would result in high performance on a standard chassis, and whether the resulting vehicles would be palatable to public. Alfa 1900 Sprint were the basis of the B.A.T. 5, 7 and 9. The later B.A.T. 11 was based on the 8C Competizione.

1960s and 1970s – Descendants of the Tipo 33

The Tipo 33 racing car, with its high-revving 2000 cc V8 engine became the basis for a number of different concept cars during the 1960s and 1970s, two of which ultimately resulted in production vehicles. Most made their appearances at the Auto Salon Genève. Here is a brief list:

Gandini/Bertone Carabo (1968) – Marcello Gandini expressed ideas that would come to fruition in the Lamborghini Countach.

Tipo 33.2 (1969)- Designed by Pininfarina to the design already known from Ferrari concept car.

Gandini/Bertone Montreal Concept (1967) – making its appearance at the 1967 Montreal Expo, this Giulia-based concept resulted in the production Alfa Romeo Montreal road car with a variant of the Tipo 33 V8 engine.

Bertone/Giugiaro Navajo (1976)- A fully fibreglassed vehicle, and in some ways the epitome of Giugiaro’s ‘Origami’ style of flat planes.

1980s-today – Modern ideas

In general, concept cars for Alfa Romeo have generally become production vehicles, after some modification to make them suitable for manufacture, and to provide driver and passenger safety. The Zagato SZ, GTV and Spider, Brera and 159 are all good examples of Alfa Romeo’s stylistic commitment in this direction.

Symbols

Logo

Laurel-wreathed 1925–1945 badges on a 1925 Alfa Romeo RL SS

Alfa Romeo’s logo incorporates two heraldic devices traditionally associated with its birthplace, the city of Milan: a red cross, from the emblem of Milan, and the biscione, a crowned viper swallowing a Moor—emblem of the House of Visconti, rulers of the city in the 14th century.

The logo was originally designed in 1910 by a young Italian draughtsman from the A.L.F.A technical office, Romano Cattaneo.

Origin

In June 1910 the Società Anonima Darracq became Anonima Lombarda Fabbrica Automobili, and was readying its first model, the 24 HP. The board asked chief engineer Giuseppe Merosi to devise a badge for the radiator shell of the new car; Merosi turned to his collaborators. One of them, Cattaneo, was inspired by the coat of arms he had seen on the gates of Castello Sforzesco to include the biscione in the logo. Merosi liked the idea, and together with Cattaneo came up with a sketch, then approved by managing director Ugo Stella; Cattaneo was entrusted with doing the final design.

The original badge was round, of enamelled brass, measuring 65 mm (2.6 in) in diameter, and carried already all the present day accoutrements: the red cross on a white field of Milan on the left, a green biscione on a light blue field on the left, all surrounded by a blue ring inscribed with the words “ALFA” at the top and “MILANO” at the bottom. In honour of the King of Italy, the two words were separated by two figure-eight knots—named Savoy knots in Italian, and symbols of the then-reigning House of Savoy. Originally solid brass, the lettering was changed to white enamel in 1913. In 1918, after the company had been bought by Nicola Romeo, the wording “ALFA” was replaced with “ALFA-ROMEO”. In 1925, to commemorate the victory of the Alfa Romeo P2 in the inaugural World Manufacturers’ Championship of 1925, a silver metal laurel wreath was added around the badge, used (in varying form) until 1982. The addition of the wreath had enlarged the badge to 75 mm (3.0 in) diameter; in 1930 it was reduced back to 60 mm (2.4 in).

Post war evolution

In 1946, after the abolition of the monarchy and proclamation of the Italian Republic, the figure-eight knots of the Savoy were replaced with two curvy lines. Concurrently the badge was completely redesigned, and further reduced in size to 54 mm (2.1 in), a diameter unchanged ever since. Made of stamped steel, the new badge bore the traditional elements—the scripts, the cross, a newly stylized biscione and a thin laurel wreath—embossed in antique silver, over a uniform Alfa Red background, which had replaced the blue, white and light blue fields. This red-and-metal badge was used until 1950, when the company switched back to a traditionally enamelled and coloured one; in 1960 the badge was changed from brass to plastic, without substantial differences in design.

At the beginning of the 1970s the all-new Alfa Romeo Pomigliano d’Arco plant (near Naples) was completed. When in 1972 the Alfasud produced there became the first Alfa Romeo passenger car manufactured outside Milan, the word “Milano”, the curved lines and the hyphen between “Alfa” and “Romeo” were eliminated from the badge on all Alfa Romeos. At the same time it was redesigned, most notably acquiring a modernised biscione and type face. After a mild restyling in 1982, which deleted the wreath and changed lettering and all chrome details to gold, this iteration of the badge remained in use until 2015.

2015 redesign

On 24 June 2015, 105th anniversary of the company, a new logo was unveiled at a press event at the Alfa Romeo Museum; together with the Alfa Romeo Giulia as part of the brand’s relaunch plan. The redesign was carried out by Robilant Associati, who had previously reworked several other Fiat Group logos—including Fiat Automobiles‘ and Lancia‘s.

The logo colors have been reduced from four to three: the green of the biscione, the red of the cross, and the dark blue of the surrounding ring. Other changes are a new serif type face, and the absence of the split white and light blue fields, replaced by a single silver textured background.

Quadrifoglio

Main article: Alfa Romeo Quadrifoglio

Since 1923, the quadrifoglio logo (also called the ‘cloverleaf’) has been the symbol of Alfa Romeo racing cars and since WWII, it has also been used to designate the higher trim models of the range. The quadrifoglio is usually placed on the side panels of the car, above or behind the front wheels—on the front wings in the case of modern vehicles. The logo consists of a green cloverleaf with four leaves, contained with a white triangle.

History of the emblem

Ugo Sivocci at the wheel of 1923 Alfa Romeo P1

The quadrifoglio has been used on Alfa Romeo cars since the death of Ugo Sivocci in 1923. As a friend of Enzo Ferrari, Sivocci was hired by Alfa Romeo in 1920 to drive in the four-man works team—Alfa Corse—with Antonio Ascari, Giuseppe Campari, and Enzo Ferrari. Sivocci was thought to have enormous experience, but often hampered by bad luck and considered the eternal second-placer. To banish his bad luck, when the Targa Florio came around, the driver painted a white square with a green four-leaf clover (the quadrifoglio) in the centre of the grille of his car. Sivocci had immediate success, crossing the finish line first. The quadrifoglio subsequently became the symbol of the racing Alfa Romeos with the victory at the Targa Florio. Almost as if to prove the magic effects of this symbol, Sivocci was killed while testing Merosi‘s new P1 at Monza, a few months after winning the Targa Florio. The Salerno driver’s P1, which went off the track on a bend, did not have the quadrifoglio. Since this period in 1923, the bodies of Alfa Romeo racing cars have been adorned with the quadrifoglio as a lucky charm. The white square was replaced with a triangle in memory of Ugo Sivocci.

Quadrifoglio badge on the Alfetta 159

Modern usage

The first road car to bear the quadrifoglio was the 1963 Alfa Romeo Giulia TI Super, a variant of the Giulia saloon car devised for competition but put regularly on sale; it had green four-leaf clovers on its front wings, without the triangle. In the 1970s “Quadrifoglio Verde” or “Green Cloverleaf” became the trim level for each model’s sportiest variant, equipped with the most powerful engine. The Alfasud, Sprint, 33, 75, 164 and 145 all had Quadrifoglio Verde versions. Also in the 1970s and through the 1980s golden four-leaf clover badges were used to denote the most luxurious and well-equipped variants of Alfa Romeo cars, named “Quadrifoglio Oro” or “Gold Cloverleaf”. The Alfasud, Alfetta, Alfa 6, 90 and 33 had Quadrifoglio Oro versions. In recent times the quadrifoglio was revived on the 2007 Alfa Romeo 8C Competizione and Spider eight-cylinder sports cars. With the current Alfa Romeo MiTo and Giuliettathe Quadrifoglio Verde was reinstated as the sportiest trim level in the range, and green four-leaf clovers on the front wings are once again the hallmark of high-performance Alfa Romeos. Alfa Romeo’s 2016 sport sedan, the all-new Giulia, will be launched first in Quadrifoglio trim before the release of the base models. Starting with the high-end model wearing that historic signature emblem, Alfa Romeo strives to reconquer the North American market after decades of absence.

Motorsport

Brian Redman driving an Alfa Romeo 33 TT 12

Main article: Alfa Romeo in motorsport

Alfa Romeo has been involved with motor racing since 1911, when it entered two 24 HP models on Targa Florio competition. In the 1920s and 30s it scored wins at many races and motoring events such as Targa Florio, Mille Migliaand Le Mans. Great success continued with Formula One, Prototypes, Touring and Fast Touring. Private drivers also entered some rally competitions, with fine results. Alfa Romeo has competed both as a constructor and an engine supplier, via works entries Alfa Corse, Autodelta and private entries. Alfa Romeo’s factory racing team was outsourced to Enzo Ferrari’s Scuderia Ferrari between 1933 and 1938. Drivers included Tazio Nuvolari, who won the 1935 German Grand Prix at the Nürburgring.

Production

Alfa Romeo plant in Arese

 

According to the late Fiat CEO Sergio Marchionne, in order to reap economies of scale, all new Alfa Romeo models will be made from the same basic platform. Even Maserati will share components with some Alfas.

During the 1990s, Alfa Romeo moved car production to other districts in Italy. The Pomigliano d’Arco plant produced the 155, followed by the 145 and the 146, while the Arese plant manufactured the 164 and new Spider and GTV. The 156 was launched in 1997, and became quite successful for Alfa Romeo; in 1998 it was voted “Car of the Year”. The same year a new flagship, the 166 (assembled in Rivalta, near Turin) was launched. At the beginning of the third millennium, the 147 was released, which won the prestigious title of “Car of the Year 2001”. In 2003 the Arese factory was closed.

The Arese factory today hosts almost nothing and is nearly abandoned. What remains are some offices and the Alfa Romeo Historical Museum, a must-see for Alfa Romeo fans.

In the 1960s, the main Alfa Romeo seat was moved from inside Milan to a very large and nearby area extending over the municipalities of Arese, Lainate and Garbagnate Milanese. However, since then the Alfa seat is known to be in Arese, since the offices and the main entrance of the area are there.

In the late 1960s, a number of European automobile manufacturers established facilities in South Africa to assemble right hand drive vehicles. Fiat and other Italian manufacturers established factories along with these other manufacturers, Alfa-Romeos were assembled in Brits, outside Pretoria in the Transvaal Province of South Africa. With the imposition of sanctions by western powers in the 1970s and 1980s, South Africa became self-sufficient, and in car production came to rely more and more on the products from local factories. This led to a remarkable set of circumstances where between 1972 and 1989, South Africa had the greatest number of Alfa Romeos on the road outside of Italy. Even stranger, Alfa Romeos Brits plant was used from March 1983 until 1985 to build Daihatsu Charades for local consumption, but also for export to Italy in order to skirt Italian limits on Japanese imports.

In late 1985, with the impending Fiat takeover and an international boycott of the South African Apartheid government, Alfa Romeo withdrew from the market and closed the plant. Tons of valuable parts were then bulldozed into the ground to escape paying import duties.

Assembly plants by model
Plant	Owner	Location	Model(s)
Cassino – Piedimonte S. Germano	FCA Italy S.p.A.	Piedimonte San Germano	Giulietta, Giulia, Stelvio
Modena	Maserati S.p.A.	Modena	4C

Automobiles

showAlfa Romeos

Current models

Alfa Romeo Giulietta

The Giulietta is a five-door, small family car officially revealed at the 2010 Geneva Motor Show. It replaced the 147. It is current top Alfa sales with about 40,000 cars per year.Alfa Romeo 4C

The 4C is a small, lightweight rear wheel drive two seater coupé sports car. The car was revealed as concept car at the 81st Geneva Motor Show in 2011. The production version was launched to the European market at the 83rd Geneva Motor show in 2013 and was launched to the American market at the Los Angeles Motor show at the end of November 2013.2015 Alfa Romeo 4C Spider2015 Alfa Romeo Giulia

The new generation Giulia was unveiled to the press at the Museo Storico Alfa Romeo in Arese, on 24 June 2015. This coincided with the company’s 105th anniversary and saw the introduction of a revised logo.2016 Alfa Romeo Stelvio

The Stelvio was unveiled at the 2016 Los Angeles Auto Show. The Stelvio is Alfa Romeo’s first production SUV that competes in the same category as the Porsche Macan, Jaguar F-Pace, Audi Q5 and BMW X3.

Historic models

6C Gran Sport (1931)

8C 2300 (1931)

2600 Touring Spider (1961)

GT Junior (1965)

Montreal (1970)

GTV6 (1980)1980 Alfa Romeo GTV 6 2,5 brochure

Spider (1992)

1997 Alfa Romeo 156 Selespeed   156 (1997)

2008 Alfa Romeo 8C-Competizione   8C Competizione (2008)

Autotutto F12 ambulance

	Road cars	Racing cars
1910	1910–1920 24 HP 1910–1911 12 HP 1911–1920 15 HP 1913–1922 40–60 HP	1911 15 HP Corsa 1913 40–60 HP Corsa 1914 Grand Prix
1920	1921–1922 20–30 HP 1920–1921 G1 1921-1921 G2 1922–1927 RL 1923–1925 RM 1927–1929 6C 1500 1929–1933 6C 1750	1922 RL Super Sport 1923 RL Targa Florio 1923 P1 1924 P2 1928 6C 1500 MMS 1929 6C 1750 Super Sport
1930	1931–1934 8C 2300 1933-1933 6C 1900 1934–1937 6C 2300 1935–1939 8C 2900 1939–1950 6C 2500	1931 Tipo A 1931 8C 2300 Monza 1932 Tipo B (P3) 1935 Bimotore 1935 8C 35 1935 8C 2900A 1936 12C 36 1937 12C 37 1937 6C 2300B Mille Miglia 1937 8C 2900B Mille Miglia 1938 308 1938 312 1938 316 1938 158 1939 6C 2500 Super Sport Corsa
1940		1948 6C 2500 Competizione
1950	1950–1958 1900 1951–1953 Matta 1954–1962 Giulietta 1958–1962 2000 1959–1964 Dauphine	1951 159 1952 6C 3000 CM
1960	1962–1968 2600 1962–1976 Giulia Saloon 1963–1967 Giulia TZ 1963–1977 Giulia Sprint 1963–1966 Giulia Sprint Speciale 1965–1967 Gran Sport Quattroruote 1965–1971 GTA 1963–1965 Giulia Spider 1966–1993 Spider 1967–1969 33 Stradale 1967–1977 1750/2000 Berlina	1960 Giulietta SZ 1963 Giulia TZ 1965 GTA 1965 Tipo 33 1968 33/2 1969 33/3
1970	1970–1977 Montreal 1972–1983 Alfasud 1972–1984 Alfetta saloon 1974–1987 Alfetta GT/GTV 1976–1989 Alfasud Sprint 1977–1985 Nuova Giulietta 1979–1986 Alfa 6	1972 33/4 1973 33TT12 1976 33SC12 1979 177 1979 179
1980	1983–1994 33 1984–1987 Arna 1984–1987 90 1985–1992 75 1987–1998 164 1989–1993 SZ/RZ	1982 182 1983 183 1984 184 1985 185
1990	1992–1998 155 1994–2000 145 1994–2000 146 1995–2006 GTV/Spider 1997–2005 156 1998–2007 166	1992 155 GTA 1993 155 V6 TI 1998 156 D2 1999 GTV Cup 2002 156 GTA Super 2000 2003 156 Super 2000
2000	2000–2010 147 2007–2009 8C Competizione 2008–2010 8C Spider 2003–2010 GT 2005–2010 Brera 2005–2011 159 2006–2010 Spider	2003 147 GTA Cup 2008-2018 MiTo

Trucks and light commercial vehicles

Romeo2 LCV

 

In 1930 Alfa Romeo presented a light truck in addition to heavy LCVs based on Büssing constructions. In the Second World War Alfa Romeo also built trucks for the Italian army (“35 tons anywhere”) and later also for the German Wehrmacht. After the war, commercial motor vehicle production was resumed.

In co-operation with FIAT and Saviem starting from the 1960s different light truck models were developed.

The production of heavy LCVs in Italy was terminated in 1967. Heavy trucks continued to be built for a few years in Brazil by Alfa Romeo subsidiary Fábrica Nacional de Motores under the name FNM. The last Alfa Romeo vans were the Alfa Romeo AR6 and AR8, rebadged versions of Iveco Daily and Fiat Ducato. The company also produced trolleybuses for many systems in Italy, Latin America, Sweden, Greece, Germany, Turkey and South Africa. Later, Alfa Romeo concentrated only on passenger car manufacturing.

LCVs

Alfa Romeo 430

Alfa Romeo Romeo (1954–1958)Alfa Romeo Romeo 2 (until 1966)Alfa Romeo Romeo 3 (1966)Alfa Romeo A11/F11 (1954–1983)Alfa Romeo A12/F12

AR8 (based on first generation Iveco Daily)AR6 (based on first generation Fiat Ducato)Alfa Romeo F20 (Saviem license)

Trucks

Alfa Romeo 50 Biscione 80   Alfa Romeo 50 “Biscione” (Büssing-NAG 50)/ 80 (1931–1934)Alfa Romeo 85 / 110 (1934 – n/a)Alfa Romeo 350 (1935 – n/a)

Alfa Romeo 430 (1942–1950)

Alfa Romeo Camion’s

Alfa Romeo 450/455 (1947–1959)1939 Alfa Romeo 500 – Alfa Romeo 500 military version during a parade in Turin, August 8, 1939

Alfa Romeo 500 (1937 – 1945)

Alfa Romeo 800 (1940–1943)

Alfa Romeo 900 (1947–1954)

Alfa Romeo 950 (1954–1958)

 

Alfa Romeo Mille (Alfa Romeo 1000) (1958–1964)

Alfa Romeo A15 (Saviem license)

Alfa Romeo A19 (Saviem license)

Alfa Romeo A38 (Saviem license)

A 1961 Alfa Romeo 1000 (Mille) Aerfer FI 711.2 OCREN trolleybus on the Naples ANM trolleybus system

A 1962 Alfa Romeo Mille AF trolleybus for CTP Napoli, with the iconic Alfa Romeo badge in the centreAlfa Romeo-Aerfer-OCREN logo’s on 1961 trolleybus of CTP Napoli

Buses

Alfa Romeo 40AGli Alfa Romeo 40, 85, 80, 110   Alfa Romeo 80A1933 Alfa Romeo 85-A in piazza Venezia  Alfa Romeo 85AAlfa Romeo 110A di Roma   Alfa Romeo 110AAlfa Romeo 140A di Roma   Alfa Romeo 140A (1950–1958)1959 Alfa Romeo 150 A Macchi   Alfa Romeo 150A (1958)

Alfa Romeo 430A (1949–1953)

Alfa Romeo 500A (1945–1948)

Alfa Romeo 800A

Alfa Romeo 900A (1953–1956)

Alfa Romeo 902A (1957–1959)

There is no one to be found. Please help me!

Alfa Romeo 950A

Vettura ATAN Napoli 401

Autobus Alfa Romeo Mille, vettura ACEGAT Trieste 587, anno 1961

Alfa Romeo Mille (bus) (Alfa Romeo 1000) (1960–1964)

Trolleybuses

Filobus Alfa Romeo 110 AF Piaggio-Ansaldo. Anno di costruzione 1942.

 

Alfa Romeo 110AF (1938)

Alfa Romeo 140AF (1949)

Alfa Romeo 800AF (1950–1954)

Filobus Alfa Romeo 800 AF. Anno di costruzione 1947/50

Alfa Romeo 900AF (1955–1957)

Alfa Romeo Mille AF (Alfa Romeo 1000) (1959–1964)

Concepts

Main article: Alfa Romeo concept cars

Design has always played a large role in the history of Alfa Romeo. There have been many Alfa Romeo concept cars, often made by famous design houses and designers. The BAT series of concepts from the 1950s was a collaboration with the Italian design house Bertone. Other famous Italian coachbuilders and design houses like Pininfarina, Bertone, Zagato and ItalDesign-Giugiaro have also played a great role in Alfa Romeo’s history, and even today some of models are designed and constructed by them.

Other production

Although Alfa Romeo is best known as automobile manufacturer it has also produced commercial vehicles of various size, railway locomotives, tractors, buses, trams, compressors, generators, an electric cooker, marine and aircraft engines.

Aircraft engines

Main article: Alfa Romeo Avio

D2 aircraft engine

 

An Alfa engine was first used on an aircraft in 1910 on the Santoni-Franchini biplane. In 1932 Alfa Romeo built its first real aircraft engine, the D2 (240 bhp), fitted to Caproni 101 D2. In the 1930s when Alfa Romeo engines were used for aircraft on a larger scale; the Savoia Marchetti SM.74, Savoia-Marchetti SM.75, Savoia-Marchetti SM.79, Savoia Marchetti SM.81 and Cant Z506B Airone all used Alfa Romeo manufactured engines. In 1931, a competition was arranged where Tazio Nuvolari drove his Alfa Romeo 8C 3000 Monza against a Caproni Ca.100 airplane. Alfa Romeo built various aircraft engines during the Second World War; the best known was the RA.1000 RC 41-I Monsone, a licensed version of the Daimler-Benz DB 601. This engine made it possible to build efficient fighter aircraft like the Macchi C.202 Folgore for the Italian army. After the Second World War Alfa Romeo produced engines for Fiat, Aerfer and Ambrosini. In the 1960s Alfa Romeo mainly focused upgrading and maintaining Curtiss-Wright, Pratt & Whitney, Rolls-Royce and General Electric aircraft engines. Alfa Romeo also built Italy’s first turbine engine, installed to the Beechcraft King Air. Alfa Romeo’s Avio division was sold to Aeritalia in 1988, from 1996 it was part of Fiat Avio. Alfa Avio was also part of developing team to the new T700-T6E1 engine to the NHI NH90 helicopter.

Locomotive FS E.333 built by Ing. Nicola Romeo e Co. in Saronno

Marine engines

Alfa Romeo also produced marine engines. The first marine engine was produced in 1929. Later, for three consecutive years: 1937-1938-1939 with remarkable affirmations, Alfa Romeo demonstrated its constructive efficiency by contributing to the development of marine engines.

(1938) 12 cyl (4.500) 121,710 km/h

Aero-engines

Alfa Romeo D2

Alfa Romeo 110

Alfa Romeo 115

Alfa Romeo 121

Alfa Romeo 125

Alfa Romeo 126

Alfa Romeo 128

Alfa Romeo 135

Alfa Romeo Lynx

Alfa Romeo Mercurius

Alfa Romeo RA.1000

Alfa Romeo RA-1050

Alfa Romeo R.C.10

Alfa Romeo R.C.34

Alfa Romeo R.C.35

Alfa Romeo AR.318

Marketing and sponsorship

Alfa Romeo bicycles are made by Italian bicycle manufacturer Compagnia Ducale.

Alfa Romeo official dealers worldwide map.

Alfa Romeo II on its first sail in 2005

 

During the years Alfa Romeo has been marketed with different slogans like: “The family car that wins races” used in the 1950s in Alfa Romeo 1900 marketing campaign, “racing since 1911” used on most 1960s Alfa advertisements, In the 1970s the Alfa Romeo 1750 GTV was marketed as “if this kind of handling is good enough for our racing cars, it’s good enough for you.” The Giulia Sprint GTA was marketed as “The car you drive to work is a champion”. More recent slogans used are “Mediocrity is a sin”, “Driven by Passion”, “Cuore Sportivo”, “Beauty is not enough” and present day “Without heart we would be mere machines”. Also other more recent ones are: “It’s not a car, it’s an Alfa Romeo.”, one of them after a couple argue in Italian.

As part of its marketing policy, Alfa Romeo sponsors a number of sporting events, such as the Mille Miglia rally. It has sponsored the SBK Superbike World Championship and Ducati Corse since 2007, and the Goodwood Festival of Speed for many years, and was one of the featured brands in 2010 when Alfa Romeo celebrated its 100th anniversary. The Alfa Romeo Giulietta has been used since Monza 2010 race as the safety car in Superbike World Championship events. Alfa Romeo has been also shirt sponsor of Eintracht Frankfurt football club in period between 2013 and 2016.

In 2002, Alfa Romeo I, the first Alfa Romeo super maxi yacht was launched. It finished first in at least 74 races including the 2002 Sydney—Hobart Race. Alfa Romeo II, commissioned in 2005, measures 30 metres (98 ft) LOA. It set a new elapsed-time record for monohulls in the 2009 Transpac race, of 5 days, 14 hours, 36 minutes, 20 seconds It finished first in at least 140 races. In mid-2008 Alfa Romeo III was launched for competitive fleet racing under the IRC rule. Alfa Romeo III measures 21.4 metres (70 ft) LOA and features interior design styled after the Alfa Romeo 8C Competizione.

The BBC motoring show Top Gear repeatedly argued the significance of owning an Alfa Romeo car as a car enthusiast, stating that “You can’t be a true petrolhead if you have never owned/or wanted to own an Alfa Romeo”. Presenters Jeremy Clarkson, Richard Hammond and James May continuously praised Alfas for their beauty and driving characteristics even though Italian cars had a long-term bad reputation for unreliability. They argued that you (the owner) build a personal relationship with the car despite all of its mechanical faults. Both Clarkson and May have previously owned Alfas (a GTV6 for Clarkson and an Alfa 164 for May) and both have stated that they regretted selling their Alfas the most.

During Super Bowl LI, Alfa Romeo ran three commercials throughout the game; the brand was the sole marque advertised by FCA during the game, after exclusively focusing on its Jeep brand at Super Bowl 50.

Now will follow the pictures from my collection, some cars are not ALFA ROMEO’s but that are automobiles from FNM or pictures of cars made with help from Bertone, Pininfarina, etc:

Minolta DSC

Highlites from early Road & Track issues

Giovannibattista Pininfarina nel suo ufficio con il figlio Sergio nel 1950 (Lapresse)

Filobus Alfa Romeo 800 AF. Anno di costruzione 1947/50

Concept Car, Bertone Citroen GS Camargue 1972

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DCF 1.0

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Filobus Alfa Romeo 110 AF Piaggio-Ansaldo. Anno di costruzione 1942.

vettura 205

foto di archivio

Autobus Alfa Romeo 430A Bianchi per gli autoservizi Rimoldi, anno 1946

Autobus Alfa Romeo 430A Barbi, anno 1950

Autobus Alfa Romeo Mille, vettura ACEGAT Trieste 587, anno 1961

Foto di archivio ripresa a Milano, Piazzale Lotto

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Vettura ATAN Napoli 401

Builders’ nameplates on front of CTP Napoli trolleybus No. 18, a 1962 Alfa Romeo 1000. Photo by Steve J. Morgan, 12 June 1985.

vettura ATAC

Filobus Alfa Romeo 800 AF. Anno di costruzione 1947/50

Filobus Alfa Romeo 110 AF Piaggio-Ansaldo. Anno di costruzione 1942.

SAMSUNG

vettura ATAC

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There are coming several pictures I found on the site from Alfa Romeo Italy and Ukaïne:

autodesign.socialblog.us

1948 Alfa Romeo 6C 2500 Competizione; top car design rating and specifications

Pontiac Solstice Concept. X02CC_PN028

1969 Alfa Romeo Tipo 33.2

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Modelcar Alfa Romeo Scighera (1:18, Tecnomodel)

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This was all the info I can give you. Do you have info that you could not find here please offer it to me and I will make this Blog more complete.

Greetings, your host Jeroen

See also

Italy portal

Companies portal

Cars portal

Aviation portal

Alfa Romeo Arese Plant

Alfa Romeo Pomigliano d’Arco Plant

Alfa Romeo Portello Plant

Alfa Romeo Museum

Circuito di Balocco

Alfa Romeo in motorsport

Category: Alfa Romeo engines

Category: Alfa Romeo people

References

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47. Jump up^ MOTOR: Geek Speak: Alfa Romeo’s brake by wire | MOTOR, accessdate: 27. January 2018
48. Jump up^ “1954 Alfa Romeo B.A.T. 7”. conceptcarz.com/vehicle. Retrieved 11 June2009.
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56. Jump up^ Tosi, Adriano (24 June 2015). “Alfa Romeo, il nuovo logo nel segno della tradizione”. omniauto.it (in Italian). Retrieved 7 July 2015.
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59. Jump up^ “Alfa Romeo Quadrifoglio History”. Alfa Romeo Automobillismo Storico, Centre Documentazione. Archived from the original on 15 January 2013. Retrieved 11 January 2013.
60. Jump up^ “Saving Fiat”, The Economist, 3 December 2005, p. 64, vol. 377.
61. Jump up^ Mastrostefano, Raffaele, ed. (1985). Quattroruote: Tutte le Auto del Mondo 1985 (in Italian). Milano: Editoriale Domus S.p.A. pp. 30–31. ISBN 88-7212-012-8.
62. Jump up^ Burford, Adrian, “A Sporting Heart Still Beats”, Automotive Business Review (February 2009): 30, archived from the original on 25 February 2009, retrieved 19 February 2009
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• Fusi, Luigi (1978). Alfa Romeo—Tutte le vetture dal 1910—All cars from 1910 (3rd ed.). Milan: Emmeti Grafica editrice.

Further reading

• Borgeson, Griffith (1990). The Alfa Romeo Tradition. Haynes (Foulis) Publishing Group. Somerset, UK. ISBN 0-85429-875-4.
• Braden, Pat (1994). Alfa Romeo Owner’s Bible Cambridge: Bentley Publishers. ISBN 0-8376-0707-8.
• Stefano d’ Amico and Maurizio Tabuchi (2004). Alfa Romeo Production Cars. Giorgio NADA Editore. ISBN 88-7911-322-4.
• Hull and Slater (1982). Alfa Romeo: a History. Transport Bookman Publications. ISBN 0-85184-041-8.
• Venables, David (2000). First among Champions. Osceola: Motorbooks International. ISBN 1-85960-631-8.
• Owen, David. Great Marques, Alfa Romeo. London: Octopus Books, 1985. ISBN 0-7064-2219-8
• Owen, David. Alfa Romeo: Always with Passion. Haynes Publications, 1999. ISBN 1-85960-628-8
• Moore, Simon (1987). Immortal 2.9. Parkside Pubns. ISBN 978-0-9617266-0-7.
• Mcdonough, E., & Collins, P. (2005). Alfa Romeo Tipo 33. Veloce Publishing. ISBN 1-904788-71-8
• Tipler, John. Alfa Romeo Spider, The complete history. Crowood Press (UK), 1998. ISBN 1-86126-122-5
• Tipler, John. Alfa Romeo Giulia Coupe Gt & Gta. Veloce Publishing, 2003. ISBN 1-903706-47-5
• Styles, David G. “Alfa Romeo – The Legend Revived”, Dalton Watson 1989. ISBN 978-0-901564-75-7
• Styles, David G. “Alfa Romeo – Spider, Alfasud & Alfetta GT”, Crowood Press 1992. ISBN 1-85223-636-1
• Styles, David G. “Alfa Romeo – The Spirit of Milan”, Sutton Publishing 1999. ISBN 0-7509-1924-8

External links

 Alfa Romeo.

Alfa Romeo International

AMBULANCES part VI international Ambulances on Alphabet from E + F(Flxible)

AMBULANCES part VI international Ambulances on Alphabet from E:

EBRO siata 12 Ambulancia

Nissan EBRO Ambulancia 1622

1954 Jeep EBRO Willys Ambulance 4wd 5

EBRO F 108 Ambulances

Edsel Ambulances and a hearse from 1957, 1958 + 1959

Eureka Coachbuilders for Ambulances, Hearses and more from 1933 till recent

No more Ambulances or Hearses beginning with an E going further to the F

196201 . Fargo-ambulanssi nro 43 vm. 1961.

 FARGO Ambulances and Hearses from 1936 – 1966

Ferrari Hearses

tpt transport bus minibus double decker coach minibus? ambulance? fiat italy show presentation demonstration seminar

Fiat Ambulances from begin 1900 till recent!!

FIAT Hearses – auto Funebres

 Flxette ambulances on Buick chassis

Flxible Ambulances + Hearses mostly on Buick chassis

PININFARINA Italian design house and coachbuilder

Pininfarina

Pininfarina S.p.A.

Type	Società per Azioni
Traded as	BIT: PINF
Industry	Automotive
Founded	Torino, Italy (May 23, 1930)
Founder	Battista Farina
Headquarters	Cambiano, Italy
Key people	Paolo Pininfarina, Chairman Silvio Angori, CEO Gianfranco Albertini, CFO
Services	Automotive design
Net income	€32.9 million (2012)
Number of employees	821 (2012)
Parent	Mahindra Group (76.06%)
Website	www.pininfarina.com

Pininfarina Design Center

Pin­in­fa­rina S.p.A. (short for Carozze­ria Pin­in­fa­rina) is an Ital­ian car de­sign firm and coach­builder in Cam­biano, Italy. It was founded by Bat­tista ”Pinin” Fa­rina in 1930.On De­cem­ber 14, 2015, Mahin­dra Group, ac­quired Pin­in­fa­rina S.p.A. in a deal worth about 168 mil­lion euros ($185 million).

Pin­in­fa­rina is em­ployed by a wide va­ri­ety of au­to­mo­bile man­u­fac­tures to de­sign ve­hi­cles. These firms have in­cluded long-es­tab­lished cus­tomers such as Fer­rari, Alfa Romeo, Peu­geot, FIAT, GM, Lan­cia, and Maserati, to emerg­ing com­pa­nies in the Asian mar­ket with Chi­nese man­u­fac­tures like AviChina, Chery, Changfeng, Bril­liance, and JAC and Ko­rean man­u­fac­tur­ers Dae­woo and Hyundai.

Since the 1980s Pin­in­fa­rina has also de­signed high-speed trains, buses, trams, rolling stocks, au­to­mated light rail cars, peo­ple movers, yachts, air­planes, and pri­vate jets. With the 1986 cre­ation of Pin­in­fa­rina Extra they have con­sulted on in­dus­trial de­sign, in­te­rior de­sign, ar­chi­tec­ture, and graphic design.

Pin­in­fa­rina was run by Bat­tista’s son Ser­gio Pin­in­fa­rina until 2001, then his grand­son An­drea Pin­in­fa­rina until his death in 2008. After An­drea’s death his younger brother Paolo Pin­in­fa­rina was ap­pointed as CEO.

At its height in 2006 the Pin­in­fa­rina Group em­ployed 2,768 with sub­sidiary com­pany of­fices through­out Eu­rope, as well as in Mo­rocco and the United States. As of 2012 with the end of se­ries au­to­mo­tive pro­duc­tion, em­ploy­ment has shrunk to 821. Pin­in­fa­rina is reg­is­tered and pub­licly traded on the Borsa Ital­iana (Milan Stock Exchange).

On De­cem­ber 14, 2015, Mahin­dra Group, an­nounced a deal to ac­quire Pin­in­fa­rina S.p.A. in a deal worth about 168 mil­lion euros ($185 million).

History

The days as a specialist coachbuilder

When au­to­mo­bile de­signer and builder Bat­tista ”Pinin” Fa­rina broke away from his brother’s coach build­ing firm, Sta­bil­i­menti Fa­rina, in 1928 he founded “Car­rozze­ria Pinin Fa­rina” with fi­nan­cial help from his wife’s fam­ily and Vin­cenzo Lan­cia. That first year the firm em­ployed eigh­teen and built 50 au­to­mo­bile bodies.

On May 22, 1930 pa­pers were filed to be­come a cor­po­ra­tion, So­cietà anon­ima Car­rozze­ria Pinin Farina head­quar­tered in Turin, Italy, at 107 Corso Trapani. Dur­ing the 1930s, the com­pany built bod­ies for Lan­cia, Alfa Romeo, Isotta-Fras­chini, His­pano Suiza, Fiat, Cadil­lac, and Rolls-Royce. With its close re­la­tion­ship with Lan­cia, the pi­o­neer of the mono­coque in au­to­mo­bile de­sign, Pin­in­fa­rina be­came the first coach­builder to build bod­ies for the new tech­nique also known as uni­body con­struc­tion. This de­vel­op­ment hap­pened in the mid-1930s when oth­ers saw the frame­less con­struc­tion as the end of the in­de­pen­dent coachbilder.

In 1939, World War II ended au­to­mo­bile pro­duc­tion, but the com­pany had 400 em­ploy­ees build­ing 150 bod­ies a month. The war ef­fort against the Al­lies brought work mak­ing am­bu­lances and search­light carriages. The Pin­in­fa­rina fac­tory was de­stroyed by Al­lied bombers end­ing the firm’s operations.

After World War II

Cisitalia 202 – Museo Torino

Nash-Healey roadster

1987 Cadillac Allanté

After the war, Italy was banned from the 1946 Paris Motor Show. The Paris show was at­tended by 809,000 vis­i­tors (twice the pre-war fig­ure), lines of peo­ple stretched from the main gate all the way to the Seine. Pinin Fa­rina and his son Ser­gio, de­ter­mined to defy the ban, drove two of their cars – an Alfa Romeo 6C 2500 S and a Lan­cia Aprilia cabri­o­let – from Turin to Paris, and found a place at the en­trance to the ex­hi­bi­tion to dis­play the two new cre­ations. The man­agers of the Grand Palais said of the dis­play, “the devil Pin­in­fa­rina”, but to the press and the pub­lic it was the suc­cess­ful “Turin coach­builder’s anti-salon”.

At the end of 1945 the Cisi­talia 202 Coupé was de­signed. An el­e­gantly pro­por­tioned de­sign with a low hood, it is the car that usu­ally is given credit for es­tab­lish­ing Pin­in­fa­rina’s reputation. The Pin­in­fa­rina de­sign was hon­ored in the Mu­seum of Mod­ern Art’s land­mark pre­sen­ta­tion “Eight Au­to­mo­biles” in 1951. A total of 170 Coupés where pro­duced by Pininfarina.

The pub­lic­ity of the Mu­seum of Mod­ern Art ex­hibit brought Pin­in­fa­rina to the at­ten­tion of Nash-Kelv­ina­tor man­agers. The sub­se­quent co­op­er­a­tion with Nash Mo­tors re­sulted in high-vol­ume pro­duc­tion of Pin­in­fa­rina de­signs and pro­vided a major entry into the United States mar­ket. In 1952, Mr. Fa­rina vis­ited the U.S. for the un­veil­ing of his de­sign for the Nash Am­bas­sador and States­man lines, which, al­though they did carry some de­tails of Pin­in­fa­rina’s de­sign, were largely de­signed by Nash’s then-new in-house styling staff when the orig­i­nal Fa­rina-de­signed model proved un­suited to Amer­i­can tastes, ex­hibit­ing a pop­u­lar 1950s ap­pear­ance called “pon­ton“. The Nash-Healey sports car body was, how­ever, com­pletely de­signed and as­sem­bled in lim­ited num­bers from 1952 to 1954 at Pin­in­fa­rina’s Turin fa­cil­i­ties. Nash heav­ily ad­ver­tised its link to the fa­mous Ital­ian de­signer, much as Stude­baker pro­moted its long­time as­so­ci­a­tion with Ray­mond Loewy. As a re­sult of Nash’s $5 mil­lion ad­ver­tis­ing cam­paign, Pin­in­fa­rina be­came well known in the U.S.

Pin­in­fa­rina also built the bod­ies for the lim­ited-se­ries Cadil­lac El­do­rado Brougham for Gen­eral Mo­tors in 1959 and 1960, as­sem­bled them and sent them back to the U.S. There were 99 Broughams built in 1959 and 101 in 1960. A sim­i­lar arrange­ment was re­peated in the late 1980s when Pin­in­fa­rina de­signed (and par­tially as­sem­bled) the Cadil­lac Al­lanté at the San Giusto Canavese fac­tory. The car bod­ies were as­sem­bled and painted in Italy be­fore being flown from the Turin In­ter­na­tional Air­port to De­troit for final ve­hi­cle assembly.

The Ferrari partnership

It started in 1951 with a meet­ing at a restau­rant in Tor­tona, a small town halfway be­tween Turin and Mod­ena. This neu­tral ter­ri­tory was cho­sen be­cause nei­ther Pin­in­fa­rina nor Enzo Fer­rari wanted to meet at the other’s head­quar­ters. Pinin’s son, Ser­gio Pin­in­fa­rina re­called, “It is not dif­fi­cult to imag­ine how I felt that af­ter­noon when my fa­ther, with­out tak­ing his eyes off the road for one mo­ment told me his de­ci­sion as we drove back to Turin: “From now on you’ll be look­ing after Fer­rari, from A to Z. De­sign, en­gi­neer­ing, tech­nol­ogy, con­struc­tion—the lot!”—I was over the moon with hap­pi­ness.” “

Since that meet­ing the only road-go­ing pro­duc­tion Fer­raris not de­signed by Pin­in­fa­rina are the 1973 Dino 308 GT4 and 2013’s LaFerrari. Their re­la­tion­ship was so close that Pin­in­fa­rina be­came a part­ner of Fer­rari in “Scud­e­ria Fer­rari SpA SEFAC”, the or­ga­ni­za­tion that ran Fer­rari’s race team from 1961–1989, Pinin was a vice pres­i­dent of Ferrari, and Ser­gio later sat on Fer­rari’s board of directors.

The move to large-scale manufacturing

Paris – Mondial de l’automobile 2010 – Alfa Roméo Giulietta Spider

In 1954 to 1955 Pin­in­fa­rina pur­chased land in Grugliasco, out­side of Turin, for a new fac­tory. “The fac­tory in no way would look like the one of Corso Tra­pani. It would be a car no longer on my mea­sure­ments but on those of my chil­dren, built look­ing like them; I had this in mind and wanted it,” said Pininfarina.

Around the same time, Alfa Romeo ac­cepted Pin­in­fa­rina’s de­sign over Bertone for the new Giuli­etta Spi­der. The Alfa was the first ve­hi­cle that Pin­in­fa­rina pro­duced in large num­bers, in fact Alfa Romeo chose Pin­in­fa­rina to pro­duce the Spi­der in large part be­cause they felt con­fi­dent that they could pro­duce 20 cars a day for a run of 1,000 bod­ies. The Spi­der was a huge suc­cess for Alfa Romeo and Pin­in­fa­rina, Max Hoff­man the im­porter for the United States said he could sell as many as they could make. In 1956, the first year of pro­duc­tion, they pro­duced 1025 units which then ex­panded to over 4,000 in 1959 the first full year of the new Grugliasco factory.

Usine Pininfarina 406 coupe

2006 Volvo C70

The second generation of leadership

Start­ing with the plan­ning for the new plant in Grugliasco in 1956, Pinin started to groom his re­place­ments–Ser­gio his son and Renzo Carli his son-in-law. To his heirs ap­par­ent, Pinin said of the Corso Tra­pani fa­cil­ity “This old plant has reached the lim­its of its growth. It has no room for ex­pan­sion and is far from being up to date. If I were alone I’d leave it as it is. But I want you to de­cide which way to go–to stay as we are or to en­large. Ei­ther way is fine with me. It’s your de­ci­sion to make and I don’t want to know what it is. I’m fin­ished and it’s your time to take over. The fu­ture is ab­solutely up to you.” In 1958, upon leav­ing for a world tour Pinin added “In my fam­ily we in­herit our lega­cies from live peo­ple–not from the dead.”

1961 at the age of 68, “Pinin” Fa­rina for­mally turns his firm over to his son Ser­gio and his son-in-law, Renzo Carli, it was the same year that the Pres­i­dent of Italy for­mally au­tho­rized the change of Fa­rina’s last name to Pininfarina.

Pin­in­fa­rina was run by Bat­tista’s grand­son An­drea Pin­in­fa­rina from 2001 until his death in 2008. An­drea’s younger brother Paolo Pin­in­fa­rina was then ap­pointed as successor.

Modernizing for a new world

Start­ing in the mid-1960s, Pin­in­fa­rina started to make in­vest­ments in the sci­ence of au­to­mo­tive de­sign, a strat­egy to dif­fer­en­ti­ate it­self from the other Ital­ian coachbuilders.

In 1966, Pin­in­fa­rina opened Studi e Ricerche, or the Stud­ies and Re­search Cen­tre in Grugliasco. The re­search cen­tre oc­cu­pied 8000 sq. me­tres (2 acres) and em­ployed 180 tech­ni­cians ca­pa­ble of pro­duc­ing 25 pro­to­types a year.

The Cal­cu­la­tion and De­sign Cen­tre was set up in 1967, the first step in a process of tech­no­log­i­cal evo­lu­tion which, dur­ing the 1970s, would take Pin­in­fa­rina into the lead in au­to­mated body­work design.

Then in 1972 con­struc­tion of a full-sized wind tun­nel was com­pleted. The pro­ject was started in 1966. When it opened, it not only was the first wind tun­nel with the abil­ity to test full-sized cars in Italy, but also one of the first in the world with this ability. To put this fore­sight in per­spec­tive, GM’s full-sized wind tun­nel didn’t open until 1980.

New infrastructure and expansion

The 1980s started a pe­riod of ex­pan­sion for Pininfarina.

In 1982 the com­pany opened “Pin­in­fa­rina Studi e Ricerche” in Cam­biano. It was sep­a­rate from the fac­tory and wind tun­nel in Grugliasco, to keep de­sign and re­search ac­tiv­i­ties in­de­pen­dent from man­u­fac­tur­ing. On Oc­to­ber 14, 2002, Pin­in­fa­rina in­au­gu­rated a new en­gi­neer­ing cen­ter. The new fa­cil­ity, which was built at the Cam­biano cam­pus, to give greater vis­i­bil­ity and in­de­pen­dence to the en­gi­neer­ing operations.

In 1983 Pin­in­fa­rina reached an agree­ment with Gen­eral Mo­tors to de­sign and build the Cadil­lac Al­lanté. The Al­lanté pro­ject led to the build­ing of the San Gior­gio fac­tory in 1985.

In 1996, Mit­subishi en­tered into talks for Pin­in­fa­rina build their new com­pact SUV, the Pa­jero, in Italy. While Mit­subishi rec­og­nized Pin­in­fa­rina’s ex­per­tise in de­sign and en­gi­neer­ing, the rea­son for choos­ing them was that man­u­fac­tur­ing costs were half of those in Germany. After en­ter­ing into an agree­ment in 1996, Pin­in­fa­rina pur­chased an in­dus­trial site at Bairo Canavese near Turin, Italy. in April 1997, Bairo Canavese was ded­i­cated to the pro­duc­tion of the new Mit­subishi Pa­jero Pinin.

Pin­in­fa­rina Sverige AB in Ud­de­valla, Swe­den, was es­tab­lished in 2003 as a joint ven­ture (JV) be­tween Volvo Cars and Pin­in­fa­rina to pro­duce a new Volvo con­vert­ible that will be sold in Eu­rope and the United States. The JV is owned 60% by Pin­in­fa­rina and 40% by Volvo. The C70 model de­signed by Volvo’s John Kin­sey—was launched on 13 April 2006, shar­ing the Volvo P1 plat­form used in the S40.

New economic realities

In April 2008, after three years of se­ri­ous losses to­tal­ing 115 mil­lion euros at the end of 2007, Pin­in­fa­rina made the first of sev­eral moves to raise cap­i­tal and re­struc­ture its enor­mous debt:

April 29, 2008

Pin­in­fa­rina’s an­nounced Piero Fer­rari, Al­berto Bom­bas­sei, chair­man of Brembo, and the Mar­siaj fam­ily, founders of the Sabelt seat­belt com­pany, will join with Vin­cent Bol­lore, a French fi­nancier, and Ratan Tata, head of India’s Tata con­glom­er­ate, who al­ready an­nounced their plans to in­vest, re­ports Reuters. The five will to­gether in­vest €100 million.

Fund­ing will come through the sale of stock to other in­vestors. The Pin­in­fa­rina fam­ily is will­ing to re­duce its share from its cur­rent 55% to 30%, which is still enough to se­cure a con­trol­ling interest.

December 31, 2008

On De­cem­ber 31, 2008, Pin­in­fa­rina an­nounced a debt re­struc­tur­ing that would re­quire the fam­ily to sell its stake in the com­pany. The agree­ment was made after Pin­in­fa­rina’s value dropped 67 per cent dur­ing 2008, and it then had a mar­ket cap­i­tal­iza­tion of about €36 mil­lion. It had total debts of €598 mil­lion at the end of No­vem­ber. Of that amount, €555 mil­lion was the sub­ject of the debt re­struc­tur­ing agree­ment that was agreed on with a con­sor­tium of banks.

March 24, 2009

Pin­car, Pin­in­fa­rina’s fam­ily hold­ing com­pany, an­nounced it has hired Leonardo and Co to find a buyer for its 50.6% stake in Pin­in­fa­rina per the debt re­struc­tur­ing agree­ment reached in December.

January 4, 2011

Pin­in­fa­rina re­leased a state­ment say­ing that it is still gath­er­ing “pos­si­ble of­fers from po­ten­tial buy­ers,” adding it would re­lease more in­for­ma­tion when it was appropriate.

Com­pany sources added, the fam­ily will not sell its en­tire 50.7% stake but that Pin­car would no longer be a ma­jor­ity shareholder.

February 14, 2012

Italy’s Pin­in­fa­rina fam­ily is set to lose con­trol of the car de­sign com­pany as lengthy debt re­struc­tur­ing talks head to­ward the fin­ish line, peo­ple fa­mil­iar with the sit­u­a­tion said on Tues­day. A 16.9 mil­lion euros loss in the first nine months of 2011 oc­curred after clos­ing its man­u­fac­tur­ing op­er­a­tions to re-in­vent it­self as a smaller niche de­sign player.

An agree­ment with cred­i­tor banks in­clud­ing In­tesa San­paolo, Uni­Credit, Mediobanca and Banca Monte dei Paschi di Siena to re­struc­ture net debt of 76 mil­lion euros is on track and will be reached in the com­ing months, said three sources close to the sit­u­a­tion. “The debt sit­u­a­tion is sta­ble and the talks are not con­tentious, so there is no hurry,” said one of the sources, speak­ing on con­di­tion anonymity. “The agree­ment will fix the cap­i­tal struc­ture for the fore­see­able future.”

When fi­nalised, the debt ac­cord will give con­trol of the fam­ily’s 77 per­cent stake to its cred­i­tor banks, end­ing the Pin­in­fa­rina fam­ily’s ownership.

The deal will close a chap­ter that began in 2008 when the banks swapped 180 mil­lion euros in debt in ex­change for a promise of pro­ceeds from a fu­ture sale of part of the Pin­in­fa­rina’s fam­ily stake.

But no tak­ers ma­te­ri­alised. Po­ten­tial buy­ers were not will­ing to ac­quire a de­sign com­pany when they can eas­ily con­tract its ser­vices, said one of the peo­ple fa­mil­iar with the situation.

February 15, 2012

In a state­ment re­leased on 15 Feb­ru­ary, the Cam­biano-based com­pany, which owes over €100 mil­lion to a num­ber of Ital­ian banks, said its debt re­pay­ment date has been ex­tended to 2018, from 2015.

The agree­ment, which will be signed in the next few weeks, will also see the com­pany take ad­van­tage of in­ter­est rates “sig­nif­i­cantly lower than [cur­rent] mar­ket rates”. With the new debt re­struc­tur­ing deal with its cred­i­tors Pin­in­fa­rina will re­main under the con­trol of the Pin­in­fa­rina family.

May 16, 2012

Au­to­mo­tive News re­ports Pin­in­fa­rina pro­jects it will turn a profit for 2012, thanks in part to debt re­struc­tur­ing. The Ital­ian de­sign stu­dio hasn’t seen a profit in eight years, but signed a deal in April to re­struc­ture $182.6 mil­lion in debt. The move ef­fec­tively stretched the stu­dio’s re­pay­ment dead­line from 2015 to 2018. At the same time, Pin­in­fa­rina an­nounced it will likely see an op­er­at­ing loss this year, but a one-time gain of $57.6 mil­lion will re­sult in the net profit. Last year, the com­pany lost $8.3 mil­lion in the first quar­ter, though that fig­ure has dropped to just under $4 mil­lion dur­ing Q1 2012.

Pin­in­fa­rina also saw its net rev­enue in­crease by $2.9 million.

March 26, 2013

Pin­in­fa­rina in the black for first time since 2004 Ital­ian de­sign house Pin­in­fa­rina pre­dicted last May that it would face an op­er­at­ing loss for 2012 but still come out with a net profit. Both pre­dic­tions have come true – the com­pany is re­port­ing an op­er­at­ing loss of 8.2 mil­lion euros and a net profit of 32.9 mil­lion euros ($42.5 mil­lion US).

Ac­cord­ing to Reuters, the good news came be­cause of a debt re­struc­tur­ing arranged last year that gives the com­pany three more years to repay its $182.6 mil­lion in debt, and a one-time gain of roughly 45 mil­lion euros ($57.6 mil­lion US). It is the com­pany’s first profit since 2004.

Acquisition by Mahindra group (2015–present)

Mahin­dra Group, owner of In­dian au­to­mo­bile com­pany Mahin­dra & Mahin­dra agreed to buy Ital­ian car de­signer Pin­in­fa­rina SpA in a deal worth about 168 mil­lion euros ($185 million). Mahin­dra group, to­gether with af­fil­i­ate Tech Mahin­dra, have 76 per­cent stake from hold­ing com­pany Pin­car for 25.3 mil­lion euros. The In­dian com­pany will offer the same price for the re­main­ing stock. In ad­di­tion to buy­ing stock, Mahin­dra will in­vest 20 mil­lion euros in Pin­in­fa­rina and pro­vide a guar­an­tee to cred­i­tors of 114.5 mil­lion euros.

Corporate Governance (2016)

• President:Paolo Pininfarina
• CEO – General Manager: Silvio Pietro Angori
• Board of Directors: Manoj Bhat, C.P.Gurnani, Romina Guglielmetti, Jay Itzkowitz, Licia Mattioli, Sara Miglioli, Antony Sheriff.
• Statutory Auditors: Nicola Treves (president), Margherita Spaini, Giovanni Rayneri.

The end of car production operations

On De­cem­ber 10, 2011 Pin­in­fa­rina an­nounced it would end all au­to­mo­tive pro­duc­tion. In truth pro­duc­tion ended in No­vem­ber 2010 with the con­clu­sion of the con­tract to pro­duce the Alfa Romeo Brera and Spi­der at the San Gior­gio plant.

Grugliasco factory

Opened in 1958 with nearly 1,000 em­ploy­ees, by 1960 out­put ex­ceeded 11,000 car bodies. In 2009 Pin­in­fa­rina sold the fac­tory to Fin­piemonte, the pub­lic fi­nance of the Pied­mont Re­gion, at the price of 14.4 mil­lion euro. Fin­piemonte, as part of the deal, leases the plant to Gian Mario Rossig­nol at a rent of €650,000 per year for six years renewable.

The Grugliasco sale did not in­clude an ad­ja­cent struc­ture that houses the wind tunnel.

San Giorgio plant

Opened in 1986 to build Cadil­lac Al­lante bod­ies for Gen­eral Motors, the same year Pin­in­fa­rina was first listed on the Stock Ex­change in Milan. Au­to­mo­tive pro­duc­tion ended at San Gior­gio with the con­clu­sion of the Ford pro­duc­tion in July 2010, and Alfa Romeo pro­duc­tion in No­vem­ber 2010.

Fol­low­ing the end of con­tract man­u­fac­tur­ing ac­tiv­i­ties San Gior­gio Canavese is being used for pro­duc­tion of spare parts for cars man­u­fac­tured in the past.

Bairo Canavese

Pin­in­fa­rina opened its third man­u­fac­tur­ing plant in 1997. Cur­rently Pin­in­fa­rina leases the plant and 57 em­ploy­ees to the Ce­comp Group. This agree­ment to pro­duce 4,000elec­tric Bol­loré Blue­cars runs April 1, 2011 to De­cem­ber 31, 2013. On Sep­tem­ber 13, 2013 a new lease agree­ment was an­nounced, this new agree­ment will run from Jan­u­ary 1, 2014 until the end of 2016.

Uddevalla, Sweden Pininfarina Sverige AB

A joint ven­ture be­tween Pin­in­fa­rina S.p.A. and Volvo Car Cor­po­ra­tion began in 2003. Volvo and Pin­in­fa­rina S.p.A. have agreed upon the ter­mi­na­tion of the joint ven­ture agree­ment re­gard­ing Pin­in­fa­rina Sverige AB and its op­er­a­tions in Ud­de­valla, Swe­den. As of De­cem­ber 31, 2011 the ter­mi­na­tion this agree­ment would re­sult in a 30 mil­lion euros fee paid to Pininfarina.

On June 25, 2013 the last Volvo C70 was pro­duced and the Ud­de­valla as­sem­bly plant was closed.

Designers

Al­though Pin­in­fa­rina rarely gave credit to individuals, that pol­icy seems to have changed in re­cent years and many of the de­sign­ers of the past have be­come known. As of 2011 Pin­in­fa­rina em­ploys 101 peo­ple in their styling de­part­ment. That is down from 185 in 2005.

Paolo Martin at work

• Franco Scaglione 1951, designer for two months before he left for what is now known as Gruppo Bertone
• Franco Martinengo 1952–72, Director of the Centro Stile
• Adriano Rabbone
• Francesco Salomone
• Aldo Brovarone 1954–74, Designer; 1974–88, Managing Director Studi e Ricerche
• Tom Tjaarda 1961–65, Designer
• Filippo Sapino 1967–69
• Paolo Martin 1968–72, Chief of the Styling Department
• Diego Ottina 1970—
• Lorenzo Ramaciotti 1973-2005 deputy director of Pininfarina Studi e Ricerche, Director General and Chief Designer, CEO of Pininfarina SpA Research and Development
• Ian Cameron 1975–81
• Enrico Fumia 1976–91; 1982: Manager at Pininfarina R&D – Models and Prototypes Development; 1988: Manager at Pininfarina R&D – Design and Development; 1989: Deputy General Manager at Pininfarina R&D
• Guido Campoli
• Emanuele Nicosia 1977–85
• Elvio d’Aprile 1982–95
• Piero Camardella 1984–93
• Marco Tencone
• Leonardo Fioravanti 1988–91, Managing Director and CEO of Pininfarina Studi e Ricerche
• Maurizio Corbi 1989-
• Davide Arcangeli
• Jeremy Malick 2000–02, Designer; 2009—-, Senior Designer
• Dimitri Vicedomini 2001–12, Senior Car Designer
• Jason Castriota 2001–08
• Ken Okuyama 2004–06, Creative Director
• Luca Borgogno 2005— , Lead Designer
• Nazzareno Epifani 2006— , Lead Designer
• Lowie Vermeersch 2007–10, Design Director
• Brano Mauks 2007— , Senior Designer
• Carlo Palazzani 2010— , Lead Designer
• Felix Kilbertus 2011— , Lead Designer
• Fabio Filippini 2011— , Vice President Design and Chief Creative Officer

Vehicles

Pin­in­fa­rina de­signs, man­u­fac­tures, as­sem­bles, and tests pro­to­types and pro­duc­tion ve­hi­cles under con­tract for other automakers.

Past production

As of De­cem­ber 10, 2011 Pin­in­fa­rina an­nounced it would end all mass au­to­mo­tive pro­duc­tion with the sale of its 40% stake in the Ud­de­valla, Swe­den plant to Volvo in 2013. In the past Pin­in­fa­rina has pro­duced both cars and car-bod­ies under con­tract from other au­tomak­ers. This pro­duc­tion in­cludes Pin­in­fa­rina-de­signed cars and ve­hi­cles de­signed by others.

A sortable list of com­plete cars or car bod­ies man­u­fac­tured in one of the five Pin­in­fa­rina factories:

1947 Maserati A6 1500 PininFarina1953 Maserati A6G 2000 bodied by Zagato PininFarina1951 Cistialia 202 SC Pininfarina CoupéAlfa Romeo 6C 2500 SS Pinin Farina CabrioletAlfa Romeo 6C 2500 SS Coupé, coachbuilding by Pininfarina1949 Maserati A6 1500 Coupé Pininfarina1950-52 Lancia Aurelia B50 cabriolet by Pinin Farina1950-58 Lancia Aurelia B20 GT, 6th Series. Lancia Flaminia Coupe Pininfarina1952 Alfa Romeo 1900 C Cabriolet PF1952 ALFA ROMEO 1900 C SPRINT PININFARINA COUPE1952 Alfa Romeo 1900C PF 2+2 Cabriolet1952 Ferrari 212 Inter Pininfarina coupé1952 Lancia D20 Pininfarina + last one at le mans 19531953 Nash Healey Pininfarina Roadstar1954 Ferrari 375 MM and Ingrid Bergman and her husband Robert Rossellini to her right.Carrozzeria Pinin Farina1953 Lancia D23 Spider Pininfarina

1953 Lancia D24 Pininfarina Spider Sport; top car design rating and specifications

1953-54 Lancia D24 Spyder Sport PininFarina1954 fiat-1100-tv-coupe-pininfarina-1954-(italie)

1954 FIAT 1100 TV PininFarinaLancia Aurelia B24 (+B25 remakes) Spider America PininFarinaMaserati A6 GCS/53 Berlinetta PininFarina1956 Lancia Aurelia B24S Spider boasts a race-developed V6 engine, outstanding handling and beautiful Pininfarina styling1956 Alfa Giulietta Spider Pininfarina Grey Main1958 LANCIA APPIA SERIES2+2 PININFARINA COUPE1959 Ferrari 250 GT Coupé Pininfarina1962 Alfa Giulietta Spider Pininfarina1959 Cadillac Eldorado Brougham by Pininfarina1959 Lancia Flaminia Coupé Pinin Farina1961 Ferrari 250 GTE 2+2 Pininfarina1966 Peugeot 404 Pininfarina Coupé1967 Peugeot 404 Coupe Cabriolet Pininfarina1962 MHV Lancia Flavia Pininfarina Coupé-011965 Lancia Flavia-Pininfarina Mk11968 Lancia Flavia Pininfarina Convertibile1971 Lancia 2000 HF Pinifarina Coupe1963 Alfa Romeo Giulia 1600 Series 105 Pininfarina1963 Alfa-Giulia-Spider-DV-10 1600 Pininfarina1963-68 Ferrari 330 gtc pininfarina1967 Ferrari 330 GT 2+2 Pininfarina1964 MHV Ferrari 330GT America Pininfarina 011968 Interior of Ferrari 330 GT 2+2 Pininfarina (serie II)1966 Ferrari 330 GTS Pininfarina1967 Ferrari 330 GTC Pininfarina during the Saxony Classic Rallye 20101962 Ferrari 330 LM Berlinetta Pininfarina1967 Alfa Romeo 1600cc Duetto-white Pininfarina-DV-16-CI1968-72 Alfa Romeo Giulia 1600 Tubolare Zagato (TZ) Coupe by Pininfarina1968-70 Alfa Romeo 1750 Spider Veloce North America (105) designed by PininfarinaPeugeot 504 Coupé designed by PininfarinaPeugeot 504 Cabriolet designed by Pininfarina1972 Ferrari 365 GTC 4 Pininfarina1971-75 Lancia 2000 Pininfarina Berlina 1973 1991ccFerrari 400 GT4 2+2 desined by PininfarinaLancia Monte-Carlo PininfarinaPeugeot-Talbot Samba Cabrio Design Pininfarina (Clássico)

Fiat Campagniola ?1986 Ferrari-Testarossa-Spider-by-Pininfarina1984-86 Alfa Romeo 33 1.5 4×4 Giardinetta (905) designed by Pininfarinaferrari-412 pininfarina

Ferrari 412 GT

peugeot 205-cabriolet-pininfarina1990 Cadillac Allante 25 Pininfarina1987-93 CADILLAC Allante Cabriolet PininfarinaFerrari 456 GT PininfarinaPininfarina Ferrari 456GT Venice Convertible Brunei 161993-00 Pininfarina designed Fiat Coupé 20v Turbo Model1993-02 peugeot 306 pininfarina designed cabrioletBentley Azure Mark I Convertible disigned by Pininfarinalancia kappa-sw-designed by pininfarinaPeugeot 406 Coupé designed by pininfarina2002 Mitsubishi Pajero Pinin ZR 5-door wagonAlfa Romeo GTV & Spider 916 series designed by pininfarinaHONDA ARGENTO VIVO BY PININFARINAford streetka designed by pininfarinapininfarina designed ford streetka2012 Pininfarina designed Alfa Romeo Brera Milan Design Week Superstudio in 20122006 Alfa Spider VI Pininfarina2006 Alfa Romeo Spider VI Pininfarina with extracted roof2015 ford-focus-cabrio-render-pininfarina2015 ford-focus-cabrio-render-pininfarina a2011 Volvo C70 II Pininfarina2008 mitsubishi colt czc pininfarina2006-09 Pininfarina Mitsubishi Colt CZCLancia Beta Montecarlo pininfarinaLancia Beta Montecarlo cabrio pininfarinaPininfarina designed Lancia 037 en version stradale1975 Fiat 130 Coupe PininfarinaFiat Dino 2.0-pininfarina-coupelancia gamma-coupe pininfarina1934 Alfa Romeo 6C 2300 Pescara Touring Cabriolet

Years	Model	Factory	Quantity
1946–1949	Maserati A6 1500 Turismo	107 Corso Trapani	58
1947–1952	Cisitalia 202	107 Corso Trapani	170
1947–1951	Alfa Romeo 6C 2500 Super Cabriolet	107 Corso Trapani	64
1948–1951	Alfa Romeo 6C 2500 Super Sport Cabriolet	107 Corso Trapani	25-30
1948	Maserati A6 1500 Spider	107 Corso Trapani	2
1950–1952	Lancia Aurelia B50 Cabriolet	107 Corso Trapani	265
1950–1958	Lancia Aurelia B20 Coupé	107 Corso Trapani	2,640
1952	Alfa Romeo 1900 C Cabriolet	107 Corso Trapani	88
1952–1953	Alfa Romeo 1900 C Coupé	107 Corso Trapani	100
1952–1953	Ferrari 212 Inter cabriolet	107 Corso Trapani	2
1952–1953	Ferrari 212 Inter coupé	107 Corso Trapani	11
1952–1953	Lancia D20 coupé	107 Corso Trapani	7
1952–1954	Nash-Healey	107 Corso Trapani	402
1953	Ferrari 375 MM Spider	107 Corso Trapani	15
1953	Lancia D23 Spyder	107 Corso Trapani	4 (re-bodied D20s)
1953-1954	Lancia D24 Spyder	107 Corso Trapani	6
1954–1957	Fiat 1100 TV Coupé	107 Corso Trapani	126
1954–1955	Lancia Aurelia B24 Spider America	107 Corso Trapani	240
1954	Lancia D25 Spyder	107 Corso Trapani	4 (re-bodied D24s)
1954	Maserati A6 GCS/53 Berlinetta	107 Corso Trapani	4
1956	Lancia Aurelia B24 Spider	107 Corso Trapani	521
1956–1958	Alfa Romeo Giulietta Spider	107 Corso Trapani	5,493
1957–1959	Lancia Appia Pininfarina Coupe 2 +2 Series II	–	302
1958–1960	Ferrari 250 GT Coupe Pininfarina	Grugliasco	335
1959–1962	Alfa Romeo Giulietta Spider	Grugliasco	11,503
1959–1960	Cadillac Eldorado Brougham	Grugliasco	200
1959–1967	Lancia Flaminia Coupé	Grugliasco	5,236
1960–1963	Ferrari 250 GTE 2+2	Grugliasco	955 including prototypes
1961–1968	Peugeot 404 Coupé and Cabriolet	Grugliasco	17,223 ( 10,389 Cabriolets, 6,834 Coupés)
1962–1971	Lancia Flavia Coupé	Grugliasco	26,084
1962–1965	Alfa Romeo Giulia 1600 Spider	Grugliasco	10,336
1963	Ferrari 330 America	Grugliasco	50
1964-1967	Ferrari 330 GT 2+2	Grugliasco	1080
1966–1968	Alfa Romeo Giulia Spider Duetto 1600 Spider	Grugliasco	6,322
1966-1968	Ferrari 330 GTC	Grugliasco	604
1966-1968	Ferrari 330 GTS	Grugliasco	100
1966–1985	Fiat 124 Sport Spider	Grugliasco	198,120
1967	Ferrari 330 GTC Coupe Speciale	Grugliasco	3
1968–1972	Alfa Romeo Giulia Spider 1300 and 1600 Junior	Grugliasco	4,913
1968–1972	Alfa Romeo 1750 Spider Veloce	Grugliasco	8,920
1969–1983	Peugeot 504 Coupé	Grugliasco	22,975
1969–1983	Peugeot 504 Cabriolet	Grugliasco	8,191
1971–1972	Ferrari 365 GTC/4	Grugliasco	505
1971–1975	Lancia 2000 Coupé Berlina	Grugliasco	–
1976–1985	Ferrari 400	Grugliasco	1,808
1981–1984	Lancia Beta Coupé HPE	Grugliasco	18.917
1981–1985	Peugeot Talbot Samba Cabriolet	Grugliasco	13,062
1981–1986	Fiat Campagnola	Grugliasco	15,198
1984–1993	Ferrari Testarossa	Grugliasco / San Giorgio	–
1984–1986	Alfa Romeo 33 Giardinetta	Grugliasco	12,238
1985–1989	Ferrari 412 & 412 GT	Grugliasco	576
1984–1993	Peugeot 205 Cabriolet	Grugliasco	72,125
1986–1993	Cadillac Allanté	San Giorgio Canavese	21,430
1992–1996	Ferrari 456 GT	–	3289
1993–2000	Fiat Coupé	–	72,762
1993–2002	Peugeot 306 Cabriolet	San Giorgio Canavese	–
1996–1999	Bentley Azure Mark I Convertible	–	895
1996–2000	Lancia Kappa SW	–	9,208
1996–2004	Peugeot 406 Coupé	San Giorgio Canavese	107,633
1999–2005	Mitsubishi Pajero Pinin	Bairo Canavese and Grugliasco	68,555
2000–2004	Alfa Romeo GTV & Spider 916 series	San Giorgio Canavese	15,788
2002	Honda Pininfarina Argento Vivo	–	4–5
2002–2005	Ford Streetka	Bairo Canavese	37,076
2005–2010	Alfa Romeo Brera	San Giorgio Canavese	21,786
2006–2010	Alfa Romeo Spider	San Giorgio Canavese	12,488
2006–2010	Ford Focus Coupé Cabriolet	Bairo Canavese	36,374
2006–2013	Volvo C70 II	Uddevalla, Sweden	–
2006–2008	Mitsubishi Colt CZC	Bairo Canavese	16,695
1974–1981	Lancia Beta Montecarlo Cabrio	Grugliasco	4,375
1975–1981	Lancia Beta Montecarlo Coupé	Grugliasco	3,203
1981	Lancia 037	Grugliasco	220
1971–1976	Fiat 130 Coupé	Grugliasco	4,491
1966–1972	Fiat Dino Spider	Grugliasco	1,583
1976–1984	Lancia Gamma Coupé	Grugliasco	6,790

Notable car designs

Austin A40 MkII. Main differences from the MkI were the wide grille and the 1098cc Aseries Engine behind it 1961 Austin A40 Farina Mk II

1961 Fiat 2300 Pininfarina

Ferrari Dino berlinetta

1982 Rolls-Royce Camargue

1987 Alfa Romeo 164

2006 Ferrari P4/5 by Pininfarina

Lancia Montecarlo Series 2 by Pininfarina

Pre World War II

Be­fore the war Pin­in­fa­rina built car bod­ies mostly for in­di­vid­ual cus­tomers, many of the bod­ies were “one offs” and not mass-produced.

1931 Lancia Dilambda – the first official Pinin Farina special, presented at the Concours d’Elegance at Villa d’Este1931 Hispano Suiza H6C Coupé Chauffeur1931 Hispano Suiza Pinin Farina Coupé 1931 Hispano Suiza Coupé 1931 Cadillac V16 Roadster – for the Maharajah of Orccha1932 Fiat 518 Ardita designed by Pininfarina 1932 Fiat 518 Ardita1933 Alfa Romeo 8C 2300 Cabriolet (Pininfarina)1933 Alfa Romeo 8C 23001934 Alfa-Romeo-6C-2500-S-Stabilimenti-Farina-Cabriolet-14751 1934 Alfa Rome 6C 2300 B Cabriolet1936 Lancia Astura Cabriolet tipo Bocca – a series of six cars made for the Bocca brothers, Lancia dealers in Biella, Italy – designed by Pininfarina1935 alfa romeo 6C 2300 pescara coupe aerodinamico pininfarina 1935 Alfa Romeo 6C Pescara Coupé aerodinamico1936-39 Lancia Aprilia was manufactured by Lancia, one of the first designed using wind tunnel in collaboration with Battista Farina 1936 Lancia Aprilia1936 Alfa-Romeo-8C-2900B-Stabilimenti-Farina-Cabriolet-25684 1936 Alfa Romeo 8C 29001937 Alfa-Romeo-6C-2300-B-Pescara-Pinin-Farina-Berlinetta 1937 Alfa Romeo 6C 2300-B Pescara Berlinetta1937 Lancia Aprilia Aerodinamica Pininfarina

1938 Lancia Astura PF Convertible Front Laganland Bilmuseum, Sweden 1938 Lancia Astura1943 Alfa Romeo 6C 2500 Super Sport Pinin Farina Cabriolet

Concept cars, Prototypes and Individual commissions

In ad­di­tion to pro­duc­tion ve­hi­cles, Pin­in­fa­rina cre­ates pro­to­type, show, and cus­tom cars for auto man­u­fac­tur­ers, as well as pri­vate clients. Most pro­to­types—such as the Fer­rari Mythos—have served solely as con­cept cars, al­though sev­eral have be­come pro­duc­tion mod­els, in­clud­ing the Fer­rari 612 Scagli­etti and Fer­rari F50.

A re­cent pri­vately com­mis­sioned cus­tom ex­am­ple was the Fer­rari P4/5 of 2006, a one-car re­body (chang­ing the ex­te­rior de­sign) of the Enzo Fer­rari ac­cord­ing to the client’s spec­i­fi­ca­tions. Its de­sign began in Sep­tem­ber 2005 with sketches by Jason Cas­tri­ota mov­ing through com­puter aided sculp­ture and strin­gent wind tun­nel test­ing. More than 200 com­po­nents were de­signed es­pe­cially for the car though the en­gine, dri­ve­train and many other com­po­nents are sim­ply mod­i­fied from the orig­i­nal Enzo Fer­rari. The Ve­hi­cle Iden­ti­fi­ca­tion Num­ber (VIN) is un­changed from the Enzo it was de­rived from. The P4/5 was pub­licly re­vealed on Au­gust 18, 2006 at the Peb­ble Beach Con­cours d’El­e­gance and shown again at the Paris Motor Show in late Sep­tem­ber. An­other re­cent pro­to­type is the Pin­in­fa­rina Nido, a two-seater sub-com­pact that could pos­si­bly make airbags obsolete.

The Pin­in­fa­rina B0 so­lar-elec­tric con­cept, de­signed with Bol­loré was shown at the 2008 Paris Motor Show fea­tur­ing a range be­tween charges of more than 150 miles (241 km) with an elec­tron­i­cally lim­ited 88-mile-per-hour (142 km/h) top speed, and an es­ti­mated ac­cel­er­a­tion to 37 miles per hour (60 km/h) in 6.3 seconds. The car has solar pan­els on the roof and on the nose, while its bat­tery pack is said to last up to 125,000 miles (201,168 km).

On May 15, 2013 Pin­in­fa­rina an­nounced the BMW Pin­in­fa­rina Gran Lusso Coupé to be re­vealed on May 24 at the Con­corso d’El­e­ganza Villa d’Este. Pin­in­fa­rina an­nounced this one-off con­cept car as the first col­lab­o­ra­tion be­tween BMW and Pininfarina, but in 1949 BMW com­mis­sioned Pin­in­fa­rina de­sign and build a pro­to­type of the BMW 501—it was re­jected for being too modern.

1949 Alfa Romeo 6C 2500 Coupe Speciale

1949 bmw-501-prototype-1949-designed-by-pininfarina 1949 BMW 5011952 Lancia-Aurelia-B52-PininFarina200-Cabriolet 1952 Lancia Aurelia B52 PF 200 spider –version 11952 Lancia Aurelia B52 PF 200 coupé –version 11953 Lancia Aurelia B52 PF 200 spider –version 2 and 31954 Cadillac Series 62 PF -built for Norman Granz1954 Lancia Aurelia B52 PF 200 coupé –version 21955 Ferrari 375MM Speciale DV PalmBeach Pininfarina design1955 Ferrari 375-America Speciale Designed by Pininfarina 1955 Ferrari 375 America Coupé Speciale

1955 lancia aurelia b55 pf200 coupe pininfarina 1955 Lancia Aurelia B55 PF 200 coupé –version 31955 Nash Pininfarina Special 1955 Nash Special1956 Alfa Romeo 6C 3000 CM Super Flow Coupe I1956 Alfa Romeo 6C 3000 CM Super Flow II Coupe Pininfarina1956 PininFarina Nash Rambler Palm Beach Coupe Special D-12575 1956 Rambler Palm Beach1957 Fiat Abarth 750 Pininfarina Record Car Photo 1957 Abarth 750 Bialbero Record1957 Abarth 500 750 1000 Coupe1957 Lancia Florida1959 Alfa Romeo 6C 3000 CM Spyder Super Sport1960 Ferrari Superamerica Superfast 21960 Alfa Romeo 6C 3000 CM Super Flow IV Coupe Pininfarina1960 Pininfarina X1961 Pininfarina Cadillac Brougham ‘Jacqueline’ Coupe 1961 Cadillac “Jacqueline” Brougham Coupé (named after Jacqueline Kennedy)1961 Ferrari 250 GT Pininfarina Coupe Speciale1962 Speciale designed by Pininfarina · Fiat 2300 Coupe 1962 Fiat 2300 Coupe Speciale1963 Alfa Romeo 2600 Coupe Speciale (Pininfarina) 1963 Alfa Romeo 2600 Coupe Speciale1963 Chevrolet Corvair Super Spyder Coupé Monza GT.1 designed by Pininfarina 1963 Chevrolet Corvair Super Spyder Coupé (2 built)1963 Pininfarina Chevrolet Corvette Rondine Coupé1963 Fiat 2300 Cabriolet Speciale Pininfarina 1963 Fiat 2300 Cabriolet Speciale1963 Pininfarina Fiat 2300 S Speciale Lausanne Coupe 1963 Fiat 2300 S Coupe Speciale Lausanne1964 Pininfarina Fiat 2300 S Coupe Speciale 1964 Fiat 2300 S Coupe Speciale1963 Pininfarina PF Sigma 1963 Pininfarina PF Sigma1963 Mercedes-Benz 230 SL Coupe (Pininfarina) 1963 Mercedes-Benz 230SL concept car (“Pininfarina Coupé”)1964 Abarth 1000 Coupe Speciale (Pininfarina)1964 Abarth 1000 Spider (Pininfarina) 1964 Abarth 1000 Spyder1965 Pininfarina Abarth 1000 Coupe Speciale 1965 Abarth 1000 Coupe Speciale1965 Pininfarina Alfa Romeo Giulia 1600 Sport Tubolare 1965 Alfa Romeo Giulia Sport Tubolare1965 Ferrari-206-P-Dino-Pininfarina-Berlinetta-Speciale 1965 Ferrari Dino 206 Berlinetta Speciale1965 Ferrari-250-LM-Pininfarina-Stradale-Speciale 1965 Ferrari 250 LM Pininfarina Stradale Speciale1965 Ferrari 365P Berlinetta Speciale 3-posti (2 built) Pininfarina 1965 Ferrari 365P Berlinetta Speciale 3-posti (2 built)1965 Fiat 2300 S Coupe Speciale (Pininfarina) 1965 Fiat 2300 S Coupe Speciale1967 Pininfarina BMC-1800 Berlina-Aerodinamica 1967 BMC 1800 Berlina-Aerodinamica1967 Ferrari Dino 206 Competizione (Pininfarina) 1967 Ferrari Dino 206 Competizione1967 Fiat Dino Parigi (Pininfarina) Paris 1967 Fiat Dino Parigi1968 Bentley T1 Coupe Speciale (Pininfarina) 1968 Bentley T1 Coupe Speciale1968 Pininfarina BLMC-1100 Berlina-Aerodinamica 1968 Pininfarina BLMC 11001968 Alfa Romeo Tipo 33 La Roadster Pininfarina1968 Ferrari P6 Berlinetta Speciale Pininfarina1968 MG EX.234 Roadster Pininfarina 1968 MG EX.234 Roadster1968 Ferrari 250 P5 (Pininfarina) Speciale 1968 Ferrari 250 P5 Speciale1969 Abarth 2000 (Pininfarina) 1969 Abarth 20001969 Alfa Romeo P33 Coupe (Pininfarina) 1969 Alfa Romeo Tipo 33 Coupé 33/21969 Pininfarina Sigma Grand Prix monoposto F1 1969 Ferrari Sigma Grand Prix monoposto F11969 Ferrari 512S Speciale (Pininfarina) 1969 Ferrari 512S Berlinetta Speciale1969 Pininfarina Fiat 128 Teenager Beach Buggy 1969 Fiat 128 Teenager1970 Ferrari 512S Modulo Pininfarina Concept 1 1970 Ferrari 512 S Modulo1971 Alfa Romeo P33 Cuneo (Pininfarina) 1971 Alfa Romeo Tipo 33 Cuneo Spider 33/21971 Peugeot 504 Break Riviera (Pininfarina) 1971 Peugeot Break Riviera1971 Pininfarina NSU RO-80 01 1971 NSU Ro 801973 Alfa Romeo Alfetta Spider (Pininfarina) 1973 Alfa Romeo Alfetta Spider1973 Autobianchi A 112 Giovani (Pininfarina) 1973 Autobianchi A 112 Giovani1973 Chevrolet XP-897GT Two-Rotor (Pininfarina) 1973 Chevrolet Corvette XP-897GT – Designed by GM, built by Pininfarina1974 Ferrari CR 25 (Pininfarina) 1974 Ferrari CR 251974 Fiat 130 Maremma (Pininfarina) 1974 Fiat 130 Maremma 1975 Alfa Romeo Eagle (Pininfarina) 1975 Alfa Romeo Eagle1975 Fiat 130 Opera (Pininfarina) 1975 Fiat 130 Opera sedan1975 Peugeot Peugette (Pininfarina) b-w 1975 Peugeot Peugette1978 Fiat Ecos (Pininfarina) 1978 Fiat Ecos1978 Jaguar XJ Spider (Pininfarina) 1978 Jaguar XJ Spider1978 Lancia Gamma Spider (Pininfarina) 1978 Lancia Gamma Spider1978 Pininfarina Studio CNR 1978 Pininfarina CNR-PF1980 Ferrari Pinin (Pininfarina) 1980 Ferrari Pinin1980 Lancia Gamma Scala (Pininfarina) 1980 Lancia Gamma Scala sedan1981 Audi Quartz (Pininfarina) 1981 Audi Quartz1982 Lancia Gamma Olgiata (Pininfarina) 1982 Lancia Gamma Olgiata1983 Fiat Ritmo Coupe (Pininfarina) 1983 Pininfarina Brio – based on Fiat Ritmo Abarth 125 TC1984 Honda HP-X (Pininfarina) 1984 Honda HP-X concept car1985 Peugeot Griffe 4 (Pininfarina) 1985 Peugeot Griffe 41986 Alfa Romeo Vivace Coupe and Spider (Pininfarina) 1986 Alfa Romeo Vivace Coupe and Spider

1988 Lancia HIT (Pininfarina) 1988 Lancia HIT 1989 pininfarina ferrari mythos 1989 Ferrari Mythos1990 Pininfarina CNR E21991 Opel Chronos Pininfarina1992 Fiat Cinquecento 4×4 pick-up1992 Pininfarina Ethos1993 Pininfarina Ethos 21994 Fiat Spunto1994 Pininfarina Ethos 3 1995 Honda Argento Vivo (Pininfarina) 1995 Honda Argento Vivo1995 Honda SSM (Pininfarina) 1995 Honda SSM1996 Fiat Sing e Song – a pair of concept cars based on the Fiat Bravo and Brava Pininfarina 1996 Pininfarina etabeta 1997 Peugeot Nautilus concept designed by Pininfarina 1998 Alfa Romeo Dardo Spider Pininfarina 1999 Fiat Wish Cabriolet / Coupé Pininfarina 1999 Pininfarina Metrocubo2000 Ferrari Rossa Pininfarina 2001 Ford Start (Pininfarina) 2001 Ford Start 2001 Citroën Osée Pininfarina2002 Hafei HF Fantasy Pininfarina 2003 Pininfarina Lotus Enjoy 2004 Pininfarina Double-Face 2004 Pininfarina Nido2004 Saturn Curve – Built by Pininfarina, designed by GM in Sweden 2005 Chery M14 (Pininfarina) 2005 Chery M14 2005 Maserati Birdcage 75th Pininfarina

2006 Ferrari 612 Scaglietti “Kappa” one-off for Peter S. Kalikow2006 Ferrari P4/5 by Pininfarina2008 Pininfarina B0 electric car2008 Pininfarina Sintesi2008 Rolls-Royce Phantom Drophead Coupé Hyperion designed by Pininfarina 2008 Rolls-Royce Phantom Drophead Coupé Hyperion2009 Tata Pr1ma concept car designed by Pininfarina 2009 Tata Pr1ma concept car2009 Ferrari P540 Superfast Aperta – one off for Edward Walson, based on the Ferrari 599 Pininfarina2009 Ferrari P540 Superfast Aperta – one off for Edward Walson, based on the Ferrari 5992010 Alfa Romeo 2uettottanta concept car Pininfarina 2010 Alfa Romeo 2uettottanta concept car2010 Lancia Stratos for Michael Stoschek pininfarina 2010 Lancia Stratos for Michael Stoschek 2010 Pininfarina Nido EV2012 Pininfarina Cambiano concept car2012 Ferrari SP12 EC one-off for Eric Clapton

Pininfarina Sergio Concept Geneva 2013 2013 Pininfarina Sergio concept car

2013 BMW Pininfarina Gran Lusso Coupe 2013 BMW Gran Lusso Coupé2014 Ferrari Sergio Pininfarina Tribute Car 2014 Ferrari Sergio2016 H2 Speed concept car pininfarina 2016 H2 Speed concept car

Production Cars Designed by Pininfarina

A list of Post WWII cars de­signed by Pin­in­fa­rina that went into production.

1948 Cisitalia 202 SC Coupe by Pininfarina 1948 Cisitalia 202

1949 Simca 8 Sport Pininfarina Coupé1949 Simca 8 Pininfarina Sport Cabriolet 1949 Simca 8 Sport Coupé and Cabriolet1951 Rolls-Royce Silver Dawn Pininfarina continental coupe only 11952 Ferrari-250-GT-Pininfarina-Coupe-Speciale 1952 Ferrari 2501952 Nash Ambassador Pininfarina1952 Nash Healey Pininfarina Roadster 1952 Nash-Healey1953 Maserati A6GC53-Berlinetta-PininFarina1953 Maserati A6GCS 53 Spyder Pininfarina 1953 Four Berlinetta and one Spyder version of the Maserati A6GCS/531956 Alfa Romeo Giulietta Pininfarina Spider1955 ferrari 410 superamerica pininfarna coupe 1955 Ferrari 410 Superamerica1955 Peugeot 403-berline-et-cabriolet pininfarina 1955 Peugeot 4031956 Austin A40 Farina (Mark I) 1956 Austin A40 Farina1957 Lancia-Flaminia-Zagato-Pininfarina Super-Sport-side-view 1957 Lancia Flaminia

1958 BMC 1800 Landcrab history AROnline Pininfarina 1958 BMC Farina cars

Austin A55 Mk2: ADO 9 or Austin Drawing office 9 was the nearest to production car to Farina’s design proposal. This was the only car in this family to be built exclusively at Longbridge. As launched in 1959, the A55 Mk II had a rather severe, square, mesh front grille, very prominent fins and a body style which left the wheels well tucked in and looking a touch too small for the rest of the machine.

1959 Austin A55 MkII Pininfarina Cambridge rear Austin A55 Cambridge Mk II1959 mg magnette pininfarina mkIII MG Magnette Mk IIIMorris Oxford Farina VRiley 4/68 Pininfarina

Wolseley 16/60 Wolseley 15/60 Pininfarina

1959-61 Fiat 1800-2100 (112-114) designed by Pininfarina 1959 Fiat 1800/21001961 Ferrari 250 GTE Coupe Pininfarina 1960 Ferrari 250 GTE1960 peugeot-404 pininfarina 1960 Peugeot 4041961 Fiat 2300 Pininfarina 1961 Fiat 23001962 ado16dev pininfarina 101972 BMC ADO16 Austin 1300GT 1380cc Pininfarina 1962 BMC ADO16

1963 Datsun 1200 Bluebird 410 Pininfarina 1963 Datsun Bluebird 4101964 BMC ADO17 Pininfarina

1964 Ferrari 275 GTB-C Berlinetta Speciale, Body by Pininfarina-Scaglietti 1964 Ferrari 275

1965 Ferrari-206-P-Dino-Pininfarina-Berlinetta-Speciale 1965 Ferrari Dino 2061965 MGB GT1965 Nissan Cedric 1301965 Peugeot 204 limo Pininfarina1974 Peugeot 204 Break PininfarinaPeugeot 204 Pininfarina CoupéPeugeot 204 Pininfarina Cabriolet1966 Alfa Romeo Spider 1600 Duetto Battista Pininfarina1966 Ferrari 275 Pininfarina GTB-4 Steel1967 Ferrari 275 GTB Pininfarina1967 Ferrari.275.GTB-4.NART.Spyder Pininfarina 1966 Ferrari 275 GTB/C1966 Ferrari 330 GT 2 PlNINFARINA 2 DV-07-CC 1966 Ferrari 330 GTC1966 PININFARINA COUPE and the FIAT 124 SPIDER 1966 Fiat 124 Sport Spider1966-72 fiat-dino-spider-pininfarina 1966 Fiat Dino Spider1966 ika renault torino pininfarina 300 1966 IKA-Renault Torino1968 Ferrari Daytona1968 Peugeot 504 Cabriolet and Coupe Pininfarina1969 Peugeot 304 Cabriolet and Coupe Pininfarina1971 Fiat 130 Coupé designed by Pininfarina 1971 Fiat 130 Coupe

1971 Ferrari 365 GTB-4 designed by Pininfarina 1971 Ferrari 365 GTC/4

1973 – 1976 Ferrari 365 GT4 BB Pininfarina 1973 Ferrari 365 GT4 BB1977 Ferrari 308 GTS 3 0 Pininfarina 1975 Ferrari 3081975-1986 peugeot-604-Pininfarina 1975 Peugeot 6041975 Lancia Beta Montecarlo Pininfarina 1975 Lancia Montecarlo1975 Rolls-Royce Camargue designed by Pininfarina 1975 Rolls-Royce Camargue1976 Peugeot Peugette designed by Pininfarina concept car1978 Pininfarina Jaguar XJ VI Spider 1978 Jaguar XJ61979 peugeot 505 designed by Pininfarina 1979 Peugeot 5051980 Ferrari Mondial Pininfarina 1980 Ferrari Mondial1984 Ferrari Testarossa Pininfarina 1984 Ferrari Testarossa1984-87 Ferrari 288 GTO Pininfarina 1984 Ferrari 288 GTO1985-89 Ferrari 328 GTS Pininfarina 1985 Ferrari 3281985 Peugeot 205 Cabriolet and Saloon (4 doors) based on Peugeot’s Director of Exterior Design, Gerard Welter’s, initial design of the 205 (1983) designed by Pininfarina1987-98 Alfa Romeo 164 designed by Pininfarina 1987 Alfa Romeo 1641986-93 Cadillac Allante design by Pininfarina 1987 Cadillac Allanté1987-92 Ferrari F40 PininFarina 1987 Ferrari F401987 Peugeot 405 Pininfarina1989-95 Ferrari 348 Pininfarina 1989 Ferrari 3481989-99 Peugeot 605 Pininfarina 1989 Peugeot 6051991-96 Honda Beat designed by Pininfarina 1991 Honda Beat1992-94 Jaguar XJ220 Pininfarina 1992 Jaguar XJ220—rebodied an unknown number of cars1992-03 Ferrari 456 GT Pininfarina 1995 1992 Ferrari 456 GT1993-00 Fiat Coupé Pininfarina1993-00 Fiat Coupè Momo Pininfarina Interiors  1993 Fiat Coupé – Interior only1993-02 Peugeot 306 GTI6 designed by Pininfarina 1993 Peugeot 3061994-99 Ferrari F355 Berlinetta Pininfarina 1994 Ferrari F3551994-03 Opel Omega B Pininfarina 1994 Opel Omega1994–02 Peugeot 306 (N5) cabriolet Pininfarina closed 1994 Peugeot 306 Cabriolet1993-06 Alfa Romeo Spider PininfarinaAlfa Romeo GTV 3.0 V6 24V rear pininfarina 1995 Alfa Romeo GTV & Spider1995 Ferrari F355 Spider Pininfarina 1995 Ferrari F355 Spider

?  1995 MG F – Roof Structure only

1995 Ferrari F50 Pininfarina1996 Ferrari 550 Maranello Pininfarina1996 Lancia Cappa Coupé Pininfarina1996 Lancia Kappa SW and coupé pininfarina1996 Lancia Kappa Station Wagon Pininfarina 1996 Lancia Kappa SW1997 Peugeot 406 Coupé rouge lucifer 2.0l 137ch designed by Pininfarina 1997 Peugeot 406 Coupé1999-05 Ferrari 360 Modena designed by pininfarina 1999 Ferrari 360 Modena

1999-present Hafei Zhongyi Pininfarina 1999 Songhuajiang Hafei Zhongyi2000-present Daewoo Rezzo Pininfarina Front 2000 Daewoo Tacuma1999-05 Ferrari 360 Modena Pininfarina2000-2005 Ferrari 360 Spider Pininfarina convertible 2000 Ferrari 360 Spider2000 Ferrari 550 Barchetta Pininfarina 2000 Ferrari 550 Barchetta2001-2004 Hyundai (Matrix)Elantra LaVita (FC) GLS hatchback pininfarina2011-present Hyundai Matrix 1.6 Comfort Pininfarina 2001 Hyundai Matrix2002-11 Daewoo Lacetti Pininfarina 2002 Daewoo Nubira/Lacetti saloon and station wagon2002-04 Ferrari Enzo Pininfarina Alexandre Prévot (1) 2002 Enzo Ferrari2002-06 Ferrari 575M Maranello Pininfarina 2002 Ferrari 575M Maranello2002-present Hafei Lobo Pininfarina 2002 Hafei Lobo1968 Maserati 4 Porte Pininfarina1971 Maserati Quattroporte AM121 Pininfarina1974 Maserati Medici Pininfarina Show car1986 Maserati Quattroporte III Pininfarina, seen in NY1987-1990 Maserati Quattroporte III Royale PininfarinaMaserati Quattroporte Pininfarina IV 22003 Maserati Quattroporte Pininfarina2012 Maserati Quattroporte Pininfarina VMaserati Quattroporte Sport Pininfarina GT 2003 Maserati QuattroporteFace Lifted Maserati Quattroporte Pininfarina2015 Maserati Quattroporte Pininfarina VI(16810746390)2012 Maserati Touring Superleggera Bellagio Pininfarina Fastback at Salon Privé2003 Ford StreetKa Pininfarina2004-11 Ferrari 612 Scaglietti Pininfarina 2004 Ferrari 612 Scaglietti2004-09 Ferrari F430 Pininfarina 2004 Ferrari F4302005-07 Hyundai Matrix Pininfarina front 2005 Hyundai Matrix2005-09 Peugeot 1007 Pininfarina 2005 Peugeot 10072006-12 Ferrari 599 GTB Fiorano A6 Pininfarina 2006 Ferrari 599 GTB Fiorano2006 mitsubishi colt czc pininfarina turbo 12006-08 Mitsubishi Colt CZC Pininfarina Worldwide2006-08 Mitsubishi Colt CZC Turbo Pininfarina Worldwide open 2006 Mitsubishi Colt CZCA Volvo C70 with retractable pininfarina hardtop 2006 Volvo C70 – Roof Structure engineering only2007–08 Hyundai Tiburon Pininfarina Coupé 2007 Hyundai Coupe

2007 Brilliance BS4 Pininfarina Zhonghua 2007 Brilliance BS4

2007 Chery A3 designed by Pininfarina 4-door sedan2012 Chery J3 (M1X) hatchback designed by pininfarina 2007 Chery A3 and Chery A3 Sport2007 Ford Focus Coupé-Cabriolet designed by Pininfarina 2007 Ford Focus CC by Pininfarina2008-17 Maserati Gran Turismo Pininfarina2013 Maserati GranTurismo Sport Pininfarina 2008 Maserati GranTurismo2008-13 Ferrari California designed by Pininfarina 2008 Ferrari California2009-15 Ferrari 458 Italia Pininfarina2011-16 Ferrari FF Pininfarina 2011 Ferrari FF2012-present Ferrari F12 berlinetta Pininfarina 2012 Ferrari F12 Berlinetta2016 Ferrari F12tdf pininfarina at the 2016 Goodwood Festival of Speed2014-present Ferrari California T Pininfarina 2014 Ferrari California T

Electric propulsion

2008 Pininfarina Bolloré B0 Pininfarina B0

Pin­in­fa­rina has an area ded­i­cated to the new elec­tric car Pin­in­fa­rina Bol­loré. Bat­ter­ies are pro­duced by the French Bol­loré Group.

Pin­in­fa­rina, has in­tro­duced its own elec­tric ve­hi­cle con­cept, the Pin­in­fa­rina B0 (pro­nounced “B Zero”). The four-seat hatch­back fea­tures a solid-state lithium-poly­mer bat­tery, su­per­ca­pac­i­tors, and a roof- in­te­grated solar panel to achieve a range of 153 miles (246 km). De­vel­oped in part­ner­ship with the Bolore Group, the ve­hi­cle is slated for lim­ited pro­duc­tion in 2009.

Pin­in­fa­rina will dis­play a tur­bine-pow­ered plug-in hy­brid called the Cam­biano at the 2012 Geneva Motor Show.

At the 2016 Geneva Motor Show Pin­in­fa­rina re­vealed the H2 Speed, an elec­tric sports car concept. The H2 Speed is a hy­dro­gen ve­hi­cle with two race-spec­i­fi­ca­tion elec­tric mo­tors which are fed by a hy­dro­gen fuel cell. The hy­dro­gen power unit was de­signed by Swiss com­pany GreenGT.

Other vehicles

Nautical design

• Primatist Aerotop Pininfarina range: G46, G53, B62, G70.
• Magnum Marine 80′ Series
• Pershing 88′ Pininfarina Limited Edition, a one-off body designed by Pininfarina. Yacht was used in a Visa Black Card commercial.
• Fincantieri Ottantacinque by Pininfarina Project.
• Schaefer 620 and 800 by Pininfarina, interiors.
• Persico Marine WallyCento Project.
• Azimut 65 Pininfarina.

Mass transport

2000 Mercedes-Benz O405G Hispano Habit

The ETR 500 Frecciarossa of the Italian Railways Pininfarina design

SBB Re 460 Schottikon alternate crop Pininfarina design

 1991-1997 Re 460 locomotive and IC 2000 train

1987–2000 ETR 500 Italian high-speed trainset

1991 SBB-CFF-FFS Re 460 (electric locomotive for the Swiss Federal Railways)

Treno ad alta frequentazione Pininfarina design 1996 ALe 426/506 TAF “High Occupancy Train” for Italian commuter lines.

IC2000 Zurich – Lucerne with the control car leading the train Pinifarina design 1997 IC 2000 (double-decker train for the Swiss Federal Railways, matching the electric locomotive Re 460)

• 1999–2007 AnsaldoBredaType 8 Green Line Trolley Car for the MBTA.
• 2000 Hispano CarroceraHabit buses.
• 2000 SBB-CFF-FFS RABDe 500 (tilting train for the Swiss Federal Railways)
• 2001 AnsaldoBredaBM72electric multiple unit trains for the Norwegian Railways.
• 2001 Cobra tram for Zürich.
• 2004 AnsaldoBredaSirio tram, Athens version
• 2005 AnsaldoBredaIC4 inter-city diesel multiple unit trains for the Danish railways.

2008 Ansaldo Breda Pininfarina Fyra V250 4806 2008 AnsaldoBredaV250 Albatros high-speed train for NS Hispeed

• 2009 AnsaldoBreda-Firema Metrostar, suburban train for Circumvesuviana in Naples
• 2009 Eurostar appoints Pininfarina to undertake design work for train refurbishment.

Other works

Pin­in­fa­rina also works with other com­pa­nies such as Sim­pleTech for prod­uct design.

Other Pin­in­fa­rina prod­uct de­signs in­clude the 2006 Win­ter Olympics torch, caul­dron and medals, as well as major ap­pli­ance col­lec­tions for Gorenje.

Pininfarina logo on Coca-Cola Freestyle machine

Pin­in­fa­rina was a de­sign con­trac­tor for the de­vel­op­ment of Coca-Cola Freestyle.

Subsidiaries

Pin­in­fa­rina Extra, founded in 1986, is the Pin­in­fa­rina Group de­sign com­pany which does not work in the trans­port sec­tor. Ex­am­ples include:

• The Keating Hotel in San Diego, California
• 1100 Millecento Residences interiors in Miami, Florida announced in 2012
• Beachwalk waterfront residences interiors in Hallandale Beach, Florida announced in 2013
• Pininfarina Wine

See also

• Mahindra & Mahindra
• Magna Steyr
• Heuliez
• Valmet Automotive
• Ken Okuyama
• Sergio Pininfarina
• Battista Farina
• Andrea Pininfarina

References

1. ^ Nedelea, Andrei (29 March 2013). “Pininfarina Turns a Profit for the First time Since 2004”. carscoops.com. Retrieved 19 June 2014.
2. ^ ^{a b} “Pininfarina Group: Appointments of New Officers and New Assignments in the Sign of Corporate Continuity” (PDF) (Press release). Pininfarina Group. 12 August 2008. Retrieved 19 June 2014.
3. ^ ^{a b} Philip, Siddharth Vikram; Ebhardt, Tommaso (14 December 2015). “Mahindra Agrees to Purchase of Car-Designer Pininfarina”. Bloomberg. Retrieved 8 April 2016.
4. ^ ^{a b c d} Borgeson, Griff (December 1963). “Pininfarina man, myth, & monopoly”. Road & Track: 37–38.
5. ^ “Pininfarina SpA”. Companyspotlight.com. 2013. Retrieved 29 May 2013.
6. ^ “Pininafarina Anniversary”. Concorsodeleganzavilladeste.com. Retrieved 29 May 2013.
7. ^ “Pinin Farina 1930”. classiccarcatalogue.com. Retrieved 29 May 2013.
8. ^ ^{a b c} Borgeson, Griff (March 1964). “Pininfarina, The New Generation”. Road & Track: 83.
9. ^ Vitello, Paul (3 July 2012). “Sergio Pininfarina, 85, Designer of Sports Cars”. The New York Times.
10. ^ “History of the Paris Motor Show - 2006”. Motorshow.cars.uk.msn.com. Archived from the original on 2 June 2013. Retrieved 29 May 2013.
11. ^ Ernesto Caballo, Pininfarina n. 12 1972-73, p.160
12. ^ Thompson, Jonathan (March 1976). “The Early Pininfarina Line”. Road & Track: 37.
13. ^ Stigh, Daniela (6 April 2012). “Five for Friday (Plus One): MoMA’s Car Collection”. MoMA. Retrieved 29 May 2013.
14. ^ Adolphus, David Traver (1 May 2008). “Days of Ferrari 2008, Day 3: 1952 Ferrari 212 Inter Coupe PF”. Hemmings.com. Retrieved 29 May 2013.
15. ^ “Divorce, Italian style? No, but a design change at Ferrari”. Automotive News Europe. 28 March 2013. Retrieved 19 June 2014.
16. ^ Thompson, Jonathan (December 1976). “The Early Pininfarina Line”. Road & Track: 54.
17. ^ Gino Rancati, Pininfarina n. 12 1972-73, p.162
18. ^ Ready, Owen (5 March 2013). “Pininfarina Sergio concept”. Cardesignnews.com. Retrieved 29 May 2013.
19. ^ Wilson, Wilson. Alfa Romeo Giulietta, p.43
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233. ^ “Pininfarina SpA : Beachwalk, second Pininfarina project in Florida with The Related Group”. Retrieved 27 September 2013.

External links

• Official website
• Pininfarina Sverige
• Foster, Patrick R. (Winter 2001). “Nashes With an Italian Accent” (PDF). FORWARD: The American Heritage of DaimlerChrysler: 33–37. Archived from the original (PDF) on 28 April 2006. Retrieved 19 June 2014.
• BMC 1800 & 1100 – detail on these influential design proposals
• The Cisitalia 2002 at the Museum of Modern Art in New York City.
• Cisitalia Museum
• The Keating Hotel in downtown San Diego.
• Pininfarina Wine
• Pininfarina at coachbuild.com

Coachbuilders of Italy
Allemano Balbo Boano Boneschi Bertone Castagna Cecomp Coggiola Colli Coriasco De Simon Ellena Fantuzzi Fioravanti Stabilimenti Farina Fissore Fontana Frua Garavini Ghia Ghia-Aigle Italdesign Giugiaro Francis Lombardi Maggiora Marazzi Monterosa Monviso Motto Morelli Motto OSI Pininfarina Scaglietti Scioneri Studiotorino Drogo Sports Cars Touring Vignale Viotti Zagato

Automotive industry in Italy
Automotive industry Transport in Italy Economy of Italy
Active manufacturers	Passenger cars and LCVs Alkè De Tomaso DR Ducati Ferrari FCA Italy Abarth Alfa Romeo Fiat Fiat Professional Lancia Martin Maserati Fornasari Lamborghini Oto Melara Pagani Piaggio Commercial vehicles Bremach CNH Industrial Italy Iveco Astra Iveco Bus Quadricycles Casalini Giottiline Grecav Italcar Racing cars Dallara Osella Picchio Racing Cars Wolf Racing Cars
Defunct manufacturers	Passenger cars and LCVs ATS Bianchi Bizzarrini Ceirano Chiribiri Cisitalia Cizeta De Tomaso Diatto Fiat S.p.A. Autobianchi Innocenti Isotta Fraschini Itala Iso O.S.C.A. S.C.A.T. Siata Commercial vehicles OM S.P.A. Racing cars Stanguellini Bandini
Design, engineering, and coachbuilding	B Engineering Carrozzeria Barbi Carrozzeria Boneschi Carrozzeria Castagna Carrozzeria Ghia Carrozzeria Touring Superleggera Fioravanti Giannini Automobili Gruppo Bertone I.DE.A Institute Italdesign Giugiaro Carrozzeria Maggiora Pininfarina Studiotorino Zagato
Components	Alcantara Borrani Bremach Brembo Group AP Breco Marchesini Sabelt Colotti Trasmissioni Dell’Orto Fiat Powertrain Technologies VM Motori Fondmetal Graziano ICP Isotta Fraschini Landi Renzo Magneti Marelli Martin Momo OZ Group Pirelli Poltrona Frau SCAM Sparco SPICA
Related topics	Autostrade Bologna Motor Show

ANSALDO Italian Car 1921-1931

Ansaldo (car)

 Not to be confused with the Ansaldi car manufactured in Milan in 1904, and which was sold as the Fiat Brevetti after 1905.

1924 Ansaldo

The Ansaldo was an Italian automobile manufactured by the armaments concern Gio. Ansaldo & C. from 1921 to 1931. The company entered car manufacture with an OHC 1,847 cc (112.7 cu in) inline-four engine model which could develop 36 bhp (27 kW) at 3600 rpm. A sports version with 1,981 cc (120.9 cu in) engine was offered, as was a six-cylinder version of 1991 cc; later six-cylinders were offered with engines of 2179 cc.

Among the company’s last cars was an OHVstraight-8 of 3,532 cc (215.5 cu in). Ansaldos were generally of good quality and modern design, and competed in many races. When Wikov began manufacture in Czechoslovakia in 1928, they built the 1,453 cc (88.7 cu in) Ansaldo Tipo 10.

1922 Ansaldo 4B

1922 Ansaldo-mwb

1923 Ansaldo 6AN Dual-Cowl Torpedo Tourer

1923-Ansaldo-4CS

1924 Ansaldo 4-CS

1924 ansali Ferrari F.I.A.T. (in main directory) Isotta-Fraschini

1926 Ansaldo 10

1927 Ansaldo C10 Spider

1928 Ansaldo Tipo 14 Sports

1928-Ansaldo-Tipo-14-Sports

1929 Ansaldo Tipo 22

Ansaldo

Ansaldo

Ansaldo

Ansaldo-Tipo-14-Sports

Ansaldo-Tipo-14-Sports

Ansaldo-Tipo-14-Sports

Now al pictures from Ansaldo Military equipment

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SPYKER Automotive and Aviation 1880-1926 + SPYKER CARS Automotive 1999 till now The Netherlands

Spyker

Spyker

Industry	Automotive Aviation
Fate	Defunct
Founded	1880
Defunct	1926
Headquarters	Netherlands
Key people	Jacobus and Hendrik-Jan Spijker, founders
Products	hand-built coaches, carriages, cars and airplanes

Spyker or Spijker was a Dutch car manufacturer, started in 1880 by coachbuilders Jacobus and Hendrik-Jan Spijker, but to be able to market the brand better in foreign countries, in 1903 the ‘ij‘ was changed into ‘y’. They were originally based in Hilversum but in 1898 moved to Trompenburg, Amsterdam.

History

 The Golden Coach with Prince Willem-Alexander, Queen Beatrix, and Princess Máxima

In 1898 Spyker manufactured the “Golden Coach“, still in use by the Dutch monarchy today.

In 1899 they started building automobiles and in 1900 put their first models on display, two-cylinder 3 hp and 5 hp similar to the Benz. Four-cylinder models were introduced in 1903, along with the six-cylinder Spyker 60 HP, a racer with the world’s first ever four-wheel drive car with a single engine and four-wheel brakes. An engine with six cylinders was also a world’s first.

The 1905 cars featured a round radiator grille which became a feature of many of the pre war cars. In 1913 the company was having financial problems again and in 1915 was taken over by new owners and renamed Nederlandsche Automobiel en Vliegtuigfabriek Trompenburg (Dutch Car and Aircraft company). Under the new owners, the previous complex model range was simplified and a new car, the 13/30 C1, introduced; sales were disappointing. In 1907, an 18 hp model successfully competed in the Peking to Paris race.

Hendrik-Jan Spijker died in 1907 when the ferry he was on when returning from England sank, and this loss led to the bankruptcy of the original company. A group of investors bought the company and restarted production, but Jacobus Spijker was no longer involved.

Before Hendrik-Jan Spijker’s death, he and his brother had developed a special relationship with Dutch electrical pioneer Rento Hofstede Crull. The Spijker brothers had known Hofstede Crull already when he was a young man racing on the velocipede circuits in the Netherlands and in Germany while he was an engineering student first in Mittweida and later in Hannover at the Technische Hochschule in the 1880s. Hofstede Crull had already owned his first automobile in the 1890s. In the first decade, he had accumulated a collection of automobiles which included a number of the Spijker racing models. He housed the collection in one of the wings of the NV Heemaf, one of the companies he had founded. Although this was all a hobby for him initially, he began assembling Spijkers at Heemaf with the approval of the Spijker brothers and subsequently with that of those who had taken over SPIJKER. He provided them with improvements on the automobiles. Heemaf’s board of directors complained that Hofstede Crull was using a part of the factory as his personal garage and auto park. To circumvent the criticism, he established the Spijker Automobiel Verhuur Maatschappij which along with Amsterdam’s Trompenburg Bedrijf became the first auto rental companies in the Netherlands. One of his other companies was the American Refined Motor Company which helped improve mechanical motor parts. This all stemmed from an automobile accident that he, Hofstede Crull, and his chauffeur, a man named Poorthuis, had in 1909 when he subsequently discovered a defect in the Spijker’s steering mechanism which he improved.

During World War I, in which the Netherlands were neutral, they manufactured aeroplanes and aircraft engines.

In 1922 the company went bankrupt again and was acquired by Spyker’s distributor in Britain who renamed the company Spyker Automobielfabriek. Production continued and prices dropped but the company continued to decline. Final production was of the C2 two-ton truck and the C4 car which lasted until 1926 when funds finally ran out.

It is estimated total Spyker car production was at most 2000 cars.

In 1999, a new company, Spyker Cars was founded, unrelated to the original company but for the brand name.

Car models

 Spyker 60 HP (1903)

 Spyker 60 HP (1903)

 Spyker C2 truck/Bus

 The 1905 Spyker 12/16-HP Double Phæton that was used as Ambrose Claverhouse’s car in the film Genevieve. As of 2012 this car is held in the Louwman Museum in the Netherlands. A still from the film can be seen in the background

Vehicle	Year	Details
Spijker 3 hp	1900–1902	2-cylinder
Spijker 5 hp	1900-1900
Spijker 5 hp	1900-1900	boxer engine
Spijker 6 hp	1902-1902	water-cooled engine.
Spijker 10/12	1903-1903	2-cylinder
Spyker 20/24	1903–1904	4-cylinder
Spijker 36/50	1903-1903	6-cylinder 5,073 cc (309.6 cu in)
Spyker 60/80	1903–1907	6-cylinder 8,821 cc (538.3 cu in)
Spyker 16/20	1903–1907	4-cylinder
Spyker 30/36	1903–1907
Spyker 14/18	1904–1907	4-cylinder 2,544 cc (155.2 cu in)
Spyker 20/28	1904–1907	4-cylinder
Spyker 25/36	1904–1905	4-cylinder 7,964 cc (486.0 cu in). Fourwheel drive option.
Spyker 32/40	1904–1905	4-cylinder. Fourwheel drive option.
Spyker 15/22	1905–1907	4-cylinder 3,456 cc (210.9 cu in).
Spyker 10/15	1907-1907	4-cylinder.
Spyker 15/22	1907-1907	4-cylinder 2,799 cc (170.8 cu in).
Spyker 20/30	1907-1907	4-cylinder 4,562 cc (278.4 cu in).
Spyker 30/42	1907-1907	4-cylinder 6,902 cc (421.2 cu in).
Spyker 40/80	1907-1907	4-cylinder 10,603 cc (647.0 cu in).
Spyker 15/22	1907–1910	4-cylinder 2,799 cc (170.8 cu in).
Spyker 60/80	1909-1909	4-cylinder.
Spyker 10/15	1910–1912	4-cylinder. Delivery van.
Spyker 15/25	1910–1912	4-cylinder. Delivery van.
Spyker 12	1910–1914	4-cylinder.
Spyker 16	1910–1912	4-cylinder.
Spyker 18	1910–1912	4-cylinder.
Spyker 25	1910–1912	4-cylinder. 4,589 cc (280.0 cu in).
Spyker 25/30	1911–1912	6-cylinder.
Spyker 20	1912–1916	4-cylinder. 3,435 cc (209.6 cu in).
Spyker 30	1912–1916	4-cylinder. 6,082 cc (371.1 cu in).
Spyker 40	1912–1916	6-cylinder. 7,238 cc (441.7 cu in).
Spyker 14	1913–1916	4-cylinder.
Spyker 12	1914–1916	4-cylinder. 1,795 cc (109.5 cu in).
Spyker 13/30 C1	1916–1921	4-cylinder. 3,560 cc (217 cu in).
Spyker 14/34 C1	1920–1921	4-cylinder. 3,562 cc (217.4 cu in).
Spyker C2	1916–1926	4-cylinder. 4,607 cc (281.1 cu in). Two ton truck.
Spyker 30/40 C4	1920–1926	6-cylinder Maybach engine. 5,742 cc (350.4 cu in).

Aircraft

• Spijker V.1
• Spijker V.2
• Spijker V.3

Spyker on stamps and in film

Both Spyker brand automobiles appear on Dutch postage stamps (first day of issue: May 10, 2004).

The car driven by Kenneth More in the 1953 film Genevieve, about the London to Brighton Veteran Car Run, is a 1904 Spyker 12/16-HP.

Voluntary financial restructuring of the company

Spyker filed a voluntary petition on December 2, 2014 for financial restructuring in an effort to address certain short-term operational and liquidity challenges. The company stated that the District Court of Midden-Nederland in Lelystad, the Netherlands (the “Court”) granted Spyker’s voluntary petition for temporary moratorium of payment (“surseance van betaling”), the Dutch equivalent of the American Chapter 11 proceedings, and has appointed an administrator who, together with the Board of Management, bears final responsibility for management of the company as long as the moratorium of payment status is in force. The Court’s ruling to grant a temporary moratorium of payment protects the Company from its creditors throughout the duration of the moratorium. The Company’s wholly owned subsidiary Spyker Events & Branding B.V. entered temporary moratorium of payment a month ago.

Spyker Cars

Spyker Cars

Industry	Automotive
Founded	1999
Founder	Maarten de Bruijn Victor Muller
Headquarters	Zeewolde, Netherlands
Key people	Peter van Erp, COO
Products	Sports cars
Revenue	€6.1 million (2012)
Operating income	(€13.8 million)(2012)
Profit	(€114 million) (2012)
Total assets	€0.1 million (2012)
Number of employees	37 (FTE, average 2012)
Parent	Spyker N.V. (1999 – present)
Website	spykercars.com

Spyker Cars (/ˈspaɪkər/, Dutch pronunciation: [ˈspɛi̯kər]) is a Dutch sports car marque. The modern Spyker Cars holds the legal rights to the brand name. The company’s motto is “Nulla tenaci invia est via“, which is Latin for “For the tenacious, no road is impassable”.^[2] The marque’s logo displays the rotary engine of an airplane, a reference to the historic Spyker company which manufactured aircraft. In an attempt to save Spyker from bankruptcy, Swedish Automobile in September 2011, announced the immediate sale of Spyker to American private equity and hedge fund North Street Capital for €32 million (US$41 million). On December 18, 2014, Spyker confirmed that it deliberately had gone bankrupt, hoping to restructure its finances and getting back on its feet. However, the bankruptcy declaration was reverted early 2015 and the company announced to continue with the production of sports cars.

History

The earlier Spyker Silvestris V8

The reborn company was founded by Victor Muller and Maarten de Bruijn in 1999, and since 2000, Spyker has been building exclusive sports cars like the C8 Spyder and the C8 Laviolette (with its elegant glass roof). Spyker’s history of producing aero engines is reflected in details in these new cars as well as in the logo. Before building the C8, de Bruijn had been building small numbers of the Spyker Silvestris, which in many ways foreshadows Spyker’s later cars.

The C8 Laviolette and C8 Spyder have a 4172 cc Audi V8 engine delivering 400 bhp (298 kW; 406 PS), acceleration 0–60 mph in 4.5 seconds and a top speed of 300 km/h (190 mph). On July 14, 2005, it was announced that the C8 was approved for sale on the United States market.

 A Spyker C8 at Salon Prive, London, England.

Between 2002 and 2006, Spyker built the C8 Double 12 S, which was available from the factory with 5 different levels of performance called Stage I (400 h.p.) through Stage V (620 h.p.), depending on the customer’s need for performance.

Between 2003 and 2007, Spyker built the C8 Spyder T, with the Twin turbo being developed in conjunction with Cosworth from England. These engines were capable of 525 h.p. and acceleration times of 4.0 seconds.

In 2005, the head designer and founder, Maarten de Bruijn, left the company, and founded Silvestris Aquamotive which builds aluminum space frame speed boats.

In 2006, Spyker built the C12 La Turbie with an V12 engine capable of 500 horsepower and acceleration from 0–60 mph in less than 4 seconds.

In September 2006, Spyker bought out the Midland F1 team. The team competed in the final 3 races of the 2006 season as Spyker MF1. In the 2007, the team competed as Spyker F1 using engines supplied by Ferrari. Driver Adrian Sutil was paired with Christijan Albers until the European Grand Prix where the latter was replaced by reserve driver Markus Winkelhock; the team then signed Sakon Yamamoto to fill in the slot for the rest of the year. The team itself had minimal success, suffering from multiple retirements (including double retirements in Malaysia, Canada and Brazil) before Sutil scored the team’s first and only point in Japan. At the end of the season, the team was sold to a consortium named “Orange India” led by Vijay Mallya and was subsequently renamed as Force India.

On May 27, 2004, Spyker Cars listed on the Euronext Amsterdam Stock Exchange at €15.50, falling to a low of €8.28 in April 2005. The stock rebounded sharply in early 2006 to over €22 per share. Early in 2007 the stock showed a sharp decline to levels beneath €13 because of financing issues. As a result, several stock issues were announced to big investors. Notably, all shares have been sold at higher prices than the market price at the moment of announcement. On November 13, 2005, Spyker Cars and Mubadala Development Company, a principal investment company wholly owned by the government of the United Arab Emirates, announced their strategic alliance, with Mubadala acquiring 17% of Spyker. Mubadala has a strong relationship with sports cars, also controlling 5% of Ferrari.

In 2007, Spyker, in collaboration with the Italian car-design firm Zagato, produced the C12 Zagato, based on the C12 La Turbie, but with more appealing body work, faster speeds, and the Zagato trademark roof bubbles. This is perhaps the more exclusive Spyker car to date.

In November 2009, Spyker announced that it would be moving production from Zeewolde to Whitley, Coventry, where assembly would be done in partnership with CPP Manufacturing. UK production began in February 2010. Due to the bankruptcy of SAAB and a falling out with business partners, the production was not moved to the UK. Spyker cars attempts, since 2012, to restart production in the Netherlands.

Ownership of Saab Automobile

On 26 January 2010, General Motors (GM) confirmed that Spyker and GM had come to an agreement allowing Spyker to purchase Saab Automobile, subject to regulatory and government approval; the sale was completed on February 23, 2010. General Motors will continue to supply Saab with engines, transmissions and also completed vehicles in the shape of the new Saab 9-4x from GM’s Mexican factory. The deal includes a loan from the European Investment Bank, guaranteed by the Swedish government. It comprises US$74m in cash up front, payable to GM by July 2010, and shares in Spyker to the tune of US$320m.

On February 23, 2010, Spyker Cars closed the deal to buy Saab Automobile from General Motors. Spyker and Saab operate under the parent company Swedish Automobile, named Spyker Cars N.V.

Saab Automobile quickly ran out of money and Spyker was unable to fund the losses. The companies stopped paying their bills early 2011. On March 30, 2011, production was halted at Saab Automobile, because suppliers refused to deliver without payment.

Spyker CEO Victor Muller made several attempts at acquiring funding. A joint venture with Chinese company Hawtai was announced on May 3, 2011, only to fall apart a week later. Shortly afterwards joint ventures with Chinese car maker Youngman, and Chinese car-dealership chain Pang Da were announced. Negotiations ended with Spyker attempting to sell all of the shares in Saab Automobile to the Chinese companies on October 28, 2011, for 100 million euros. This transaction did not have the approval of former Saab-owner General Motors, who refused to supply technological licenses to Youngman and Pang Da. The proposed deal fell apart. Spyker CEO Victor Muller applied for the bankruptcy of Saab Automobile on December 19, 2011.

On 16 April 2012, a meeting on Saab’s bankruptcy was held at the District Court of Vänersborg. The official receivers in charge of the Saab liquidation valued the assets at US$500m and the debt at US$2,000m. After subtracting the value of the assets, Saab leaves a debt of US$1,500m.

Proposed sales and eventual sale of Saab

In February 2011, it was announced that Swedish Automobile, the Dutch owner of Saab Automobile, agreed to sell its sports-car unit to Vladimir Antonov. Antonov, a former Spyker chairman and shareholder, was expected to pay 15 million euros (US$21 million) for the company. However, in March 2011, the deal fell through, with Spyker’s manufacturing partner CPP Manufacturing placing a bid, but this deal fell through later that month.

In September 2011, it was announced that Swedish Automobile would sell Spyker Cars, in an all-cash offer to an American private equity and hedge fund North Street Capital, for €32 million (US$41 million). In January 2012, Swedish Automobile again offered Spyker cars up for sale, but this sale did not actually occur.

Saab was eventually sold in June 2012 to a Chinese-Swedish investment group called National Electric Vehicle Sweden (NEVS).

In August 2012, Spyker announced that Youngman Ltd. acquired a 29.9% stake in its parent company Spyker N.V. for €10 million (US$12.5 million).

Spyker after Saab

In March 2013, the B6 Venator was unveiled at the Geneva Motor Show, the B6 Venator was noted as Spyker’s first concept car in nearly four years.

On September 16, 2013, Spyker Cars’ parent Spyker N.V. lost its listing on Euronext Amsterdam after failing to undergo a restructuring agreement.

On November 5, 2014, the Dutch Court “Midden Nederland” ordered Spyker to leave, within seven days, the factory they rented and to pay 152.000 euro in overdue rent. The claim was made by Jacques Walch, the owner of the factory rented by Spyker. Despite this, CEO Victor Muller insisted the company would be able to pay its bills “in a matter of days.”

On 2 December 2014 Spyker NV was granted a moratorium of payment (financial restructuring) by the Dutch court “Midden Nederland”. Spyker needed protection from creditors for its liquidity problems. Victor R. Muller, Spyker founder and chief executive, said “Over the past few years, Spyker has faced a number of serious difficulties and challenges resulting from, among others, the legacy of the F1 era and the acquisition of Saab Automobile AB,”.

On 18 December 2014 Spyker NV was declared bankrupt by the Dutch court “Midden Nederland”. Victor R. Muller, Spyker’s founder and chief executive, said “In 2000 our objective was to found a global sports car manufacturer, and we did just that. During this time we deployed several challenging activities. These have affected the company, and contributed to our decline,”. Spyker appealed the bankruptcy declaration, and on 29 January 2015, the court reversed the declaration. This meant that Spyker NV was protected from creditors, while solving its financial difficulties. This allowed Muller to pursue plans to merge Spyker with an unnamed “US based manufacturer of high performance electric aircraft.” This proposed merger partner was eventually discovered to be a company called Volta Volare. On May 13 of that year, Spyker NV closed a deal with the creditors. Spyker owed 44 million euro and agreed to pay 12.000 euro per creditor. The curator of Saab GB was the largest creditor; it claimed 24,9 million euro. Saab GB agreed to receive a payment of 61.000 euro. A following attempt by the Latvian bank Lizings to claim more money, was declined by the court.

On July 29, 2015, Spyker exited moratorium of payment (restructuring), and resumed business operations.

Models

 Spyker C8 Aileron

 Spyker D12 Peking-to-Paris.

Spyker had two production-ready cars (as of the 2013 model year):

Spyker C8

The C8 Spyder was the original base model with an Audi 4.2 litre V8 engine. Since the start of its production in 2000, twelve different variants have been sold. Most recently, a long wheelbase version was presented at the 2008 Geneva Motor Show, called the C8 Aileron. A year later, a convertible version was presented.

Spyker D12/D8

In 2006, the Spyker D12 Peking-to-Paris high-performance SUV, was announced at the Geneva Motor Show.

Spyker C12 Zagato.

But the mass-production, which was slated for a mid-2008 production, was delayed and the V12 engine from the concept car has been changed to an Volkswagen W12 engine at around 500 bhp (373 kW; 507 PS). Its name was then changed to the D8.

Spyker hoped that the assistance of Saab, which they now own, would help the D8 reach production. According to Muller in April 2011, the D8 should have started production in early 2013, with a price tag of £186,000. However, in March 2013, production was secluded for 2016, with a production prototype due by 2014.

Spyker C12

Spyker’s older model, the C12 is a luxury sports car, and has two variants:

• Spyker C12 La Turbie, 2006
• Spyker C12 Zagato, 2007

Spyker E8/E12

Spyker shareholders and CEO, Victor Muller hinted at a Maserati Quattroporte, Porsche Panamera rival with an eight-cylinder (the E8) or a twelve-cylinder (the E12) engine but due to problems getting the D8 into production, the idea was ignored until 2009 when Muller has said he “believes now could be the time to resurrect the saloon.”  Muller believes it will take about four years from the time that the E8/E12 is revealed to actual production.

Sales

Spyker’s all-time high was achieved in 2006, with 94 cars sold, about 290 cars were sold between 2000-2010.

Voluntary financial restructuring of the company

Spyker filed a voluntary petition on December 2, 2014 for financial restructuring in an effort to address certain short-term operational and liquidity challenges. The company stated that the District Court of Midden-Nederland in Lelystad, the Netherlands (the “Court”) granted Spyker’s voluntary petition for temporary moratorium of payment (“surseance van betaling”), the Dutch equivalent of the American Chapter 11 proceedings, and has appointed an administrator who, together with the Board of Management, bears final responsibility for management of the company as long as the moratorium of payment status is in force. The Court’s ruling to grant a temporary moratorium of payment protects the Company from its creditors throughout the duration of the moratorium. The Company’s wholly owned subsidiary Spyker Events & Branding B.V. entered temporary moratorium of payment a month ago.

Calendar Year	Total Sales
2000	1
2001	2
2002	3
2003	12
2004	31
2005	48
2006	94
2007	26
2008	43
2009	36
2010	“Pending”
2011	12
2012	2
2013	0
2014	0

Results

Spyker lost substantially since 2007. This table summarizes the key figures of Spyker Cars from 2007 to 2012. The figures originate from the Spyker Annual Report 2011 and 2012.

in millions

Year	Turnover	Company- result	Net result	Capital	Stock per year end	Number employees in FTE (x 1)
2007	€5,1	€ -29,7	€ -71,3	€25,6	9,7	166
2008	€7,9	€ -21,8	€ -24,8	€24,9	15,6	132
2009	€6,8	€ -19,2	€ -22,9	€2,6	15,9	131
2010	€3,3	€ -64,1	€ -218,3	€ -206,5	17,5	55
2011	€1,5	€ -13,8	€16,1	€ -151,2	36,0	56
2012	€0,7	€ -6,1	€114,4	€0,1	373,9	37
2014	€0,0	€0,0	€ -44,0	€0,0	0,0	0
2015	€0,0	€0,0	€0,0	€0,0	0,0	0

Spyker Cars

Spyker Cars
Oprichting	1999
Hoofdkantoor	Edisonweg 2 3899 AZ Zeewolde
Sleutelfiguren	Victor Muller(bestuursvoorzitter) Hans Hugenholtz jr (oud- bestuursvoorzitter) Michiel Mol (oud-bestuursvoorzitter) mr. R. van de Laar (Spyker Squadron Director)
Producten	Exclusieve sportwagens
Omzet	€ 713.000 (2012)
Winst	€ 114,4 miljoen (2012)
Marktkapitalisatie	€ 1,1 miljoen (23 augustus 2013)
Website	Spyker Cars

 embleem Spyker

 Spyker C8 Spyder

 Spyker C8 Double 12S

 Spyker C8 Aileron

Spyker Cars is een Nederlandse fabrikant van exclusieve sportwagens naar een ontwerp van ingenieur Maarten de Bruijn.

Het motto van de autofabrikant is “nulla tenaci invia est via” (vertaald uit het Latijn betekent het “voor volhouders is geen weg onbegaanbaar”). Dit motto, en de merknaam zijn afkomstig van Spyker Automobielen N.V., een Nederlandse automobielfabriek die begin 20e eeuw internationaal doorbrak, maar in 1926 werd opgeheven, zie Spyker.

Spyker maakte op 26 januari 2010 bekend het veel grotere Saab Automobile over te nemen van General Motors. Saab en Spyker werden ondergebracht bij moederbedrijf Swedish Automobile N.V.. Het Zweedse avontuur was van korte duur; in december 2011 werd Saab failliet verklaard. In april 2012 besloten de aandeelhouders weer verder te gaan onder de naam Spyker N.V. en zich weer volledig te richten op de productie van sportwagens. Hierna volgden een aantal jaren waarin geregeld berichten waren over betalingsachterstanden van Spyker. Eind 2014 werd Spyker failliet verklaard, maar begin 2015 werd dit faillissement terug gedraaid.

Geschiedenis

De merknaam Spyker werd in 1999 geregistreerd door de Nederlandse zakenman Victor Muller. Het kwam voort uit de samenwerking tussen Muller en Maarten de Bruijn, die een prototype sportwagen bouwde.

Het bedrijf, aanvankelijk gevestigd in een schuur bij de ouderlijke woning van De Bruijn waar De Bruijn sinds 1990 aan een prototype Silvestris werkte, kon met steun van Muller een fabriek in Zeewolde laten bouwen. Om te kijken of het ontwerp goed was hanteerde De Bruijn de “S.J.K.F.”; de School-Jeugd-Kijk-Factor.

In 2004 was Spyker Cars NV een fabrikant van exclusieve sportwagens die rond de € 300.000 per stuk kostten. Het bedrijf had dealers in Europa, het Midden-Oosten, Noord-Amerika en Azië. Spyker kreeg op 27 mei2004 een notering aan de Euronext Amsterdam; de introductiekoers was € 15,50.

Breuk

Maarten de Bruijn, medeoprichter en creatief brein achter Spyker Cars, stapte in 2005 uit het bedrijf door een “verschil in inzicht” met medeoprichter Victor Muller. Hieraan lag onder andere ten grondslag dat De Bruijn met Spyker uitsluitend sportwagens wilde bouwen. Muller was echter ook geïnteresseerd in de productie van luxe terreinwagens, waarvan de Spyker D8 Peking to Paris het resultaat is.

De Bruijn richtte met het geld dat hij verdiende met Spyker Cars (ongeveer €2 miljoen) een nieuw bedrijf op – Silvestris – dat zich richt op de productie van luxe speedboten, in dezelfde stijl als de door hem zelf ontworpen sportwagens.

2007-2008

In 2007 kwam Spyker meermaals negatief in het nieuws. Zo zou het bedrijf uit Zeewolde zijn rekeningen niet betalen. De Telegraaf publiceerde een fax van carrosseriebouwer Karmann waaruit bleek dat een rekening van ongeveer een half miljoen euro open stond. Als gevolg van deze en andere negatieve berichten trad CEO Victor Muller af ten gunste van Michiel Mol. Muller bleef wel in dienst van Spyker.

Na een bericht in het Algemeen Dagblad van 28 augustus 2007, waarin werd gesteld dat schuldeisers het faillissement van Spyker Cars NV hadden aangevraagd, daalde het aandeel op Euronext met 12%. Noch bij de Maastrichtse rechtbank (waar de faillissementsaanvraag zou zijn ingediend), noch bij de verzekeraar van Spyker bleek echter iets bekend te zijn. Spyker verzocht vervolgens de Autoriteit Financiële Markten (AFM) een en ander te onderzoeken. De AFM draaide na onderzoek vervolgens de handel in het aandeel Spyker terug, en het Algemeen Dagblad rectificeerde haar berichtgeving via haar internetsite.

Echter, de negatieve berichtgeving hield aan. AFM verzocht Spyker de jaarrekening over 2006 te herzien, waarin 8 ton winst werd geboekt; volgens AFM had dat een verlies moeten zijn. Spyker kreeg op 28 december 2007 van de Ondernemingskamer gelijk. AFM ging in 2008 in beroep, maar ook de Hoge Raad oordeelde op 24 december 2008 dat Spyker op alle punten gelijk had. De procedure heeft Spyker €800.000 gekost en leverde andermaal negatieve publiciteit op. Hoewel beide overwinningen op AFM nauwelijks werden gepubliceerd, kreeg de AFM veel publiciteit met haar aanklacht.

Na de verkoop van het Spyker F1 Team trok Michiel Mol zich terug als bestuursvoorzitter en nam Victor Muller weer zijn oude plaats in als CEO.

2009

In maart 2009 onthulde Muller op de autosalon in Genève de nieuwe Spyker C8 Aileron. Hij deed daarbij de belofte: “De Aileron is voor Spyker de auto die het bedrijf naar een langverwachte winstgevendheid leidt.”

Op 20 november 2009 maakte Spyker bekend dat de productie in Zeewolde werd beëindigd. De assemblage zou voortaan gaan plaatsvinden in het Britse Coventry. Reden voor de verplaatsing was kostenbesparing. De fabrikant verwachtte met de ingreep miljoenen euro’s aan kosten te kunnen besparen. Deze maatregel betekende het ontslag van de 45 medewerkers in Zeewolde. Spyker bood echter de groep getroffen werknemers de kans om mee te verhuizen Engeland.

Overname van Saab Automobile

Na ruim twee weken van stilte werd onthuld dat Saab en Spyker nog steeds in onderhandeling waren. Deze gesprekken werden in Stockholm gevoerd. Op 25 januari gingen geruchten dat Spyker en GM een overeenkomst zouden hebben gesloten, nabeurs maakte de nieuwe topman van General Motors echter bekend dat er inderdaad onderhandelingen gaande waren, maar dat er nog geen contract was getekend. Het aandeel Spyker Cars op de Amsterdamse effectenbeurs schoot door de geruchten omhoog. Toen topman Victor Muller meldde dat de overname door Spyker Cars zo goed als rond was en er in de Zweedse media dergelijke geruchten rondgingen, werd op 26 januari door de AFM besloten om de handel in het aandeel stop te zetten. Op 26 januari 2010 om 19.45 uur meldde General Motors dat Saab Automobile zou worden overgenomen door Spyker Cars. GM stopte direct met de afbouw van de activiteiten van Saab. Spyker zou, volgens Bloomberg en The Wall Street Journal voor Saab een bedrag van $74 miljoen in cash en $326 miljoen aan preferente aandelen in het nieuwe Saab, Saab Spyker Automobiles, betalen aan GM. Dit werd echter nog niet officieel bevestigd. De overname moest volgens plan medio februari afgerond zijn.Vanaf 22 november 2009 was Spyker Cars in onderhandeling met General Motors over de overname van het Zweedse Saab Automobile. Op 15 december werd bekend dat Spyker de enige overgebleven overnamekandidaat was voor Saab.

2011: verkoop Spyker en faillissement Saab Automobile

Op 24 februari 2011 werd bekend dat Spyker Cars NV van plan was de sportwagendivisie Spyker te verkopen aan het Britse bedrijf CPP Global Holdings Limited, dat in handen is van Vladimir Antonov. De verkoop betrof een speciale financiële constructie voor maximaal €32 miljoen. De groep wilde zich nu meer gaan richten op het merk Saab, en als naam van het moederbedrijf werd gekozen voor Swedish Automobile NV.

Eind september 2011 meldde Swedish Automobile dat Spyker voor €32 miljoen zou worden overgenomen door de Amerikaanse investeringsmaatschappij North Street Capital. Muller zou aanblijven als CEO. Hiermee was de overname door CPP van Antonov van de baan, alhoewel de productie wel in de CPP-fabriek in Coventry plaatsvond. In 2009 werden nog 36 auto’s gefabriceerd maar in 2010 geen enkele.

Saab Automobile ging in december 2011 failliet. In april 2012 bleek dat Saab een schuld naliet van meer dan €1 miljard na aftrek van de waarde van de bezittingen.

2012: Claim van $3 miljard door Spyker

In augustus 2012 zei CEO Victor Muller van Spyker Cars dat zij een claim zullen neerleggen bij General Motors over het faillissement van Saab. Victor Muller zei: “Sinds wij in december 2011 werden gedwongen om het faillissement van Saab Automobile aan te vragen, hebben we continue gewerkt aan de voorbereiding van een rechtszaak waarin we compensatie eisen ten gevolge van de onrechtmatige acties door General Motors”.

2013: Aandeel Spyker van de beurs, Claim van $3 miljard afgewezen

Het aandeel was al sinds 13 september 2011 kandidaat voor verwijdering van de beurs, echter ondanks een ruime periode en twee verlengingen van de periode slaagde het bedrijf er niet in om te herstructureren. Op 13 september 2013 was de laatste dag dat het aandeel Spyker op de Amsterdamse beurs verhandeld werd.

In juni 2013 werd de claim van Spyker behandeld door een Amerikaanse federale rechter in Detroit. De rechter wees de claim van 3 miljard dollar door Spyker af. Volgens rechter Gershwin Drain: “General Motors had het contractuele recht om de voorgestelde transactie goed dan wel af te keuren,” en “De rechtbank verwerpt de eis,” en hij zei dat Spyker in de overeenkomst met General Motors, toen het Saab kocht, akkoord was gegaan met het feit dat General Motors de controle had over een verandering van eigendom.

2014: Claim van $3 miljard opnieuw afgewezen

Spyker Cars NV is in beroep gegaan tegen de uitspraak. Het hoger beroep werd behandeld door de “6th U.S. Circuit Court of Appeals in Cincinnati”. Het hof concludeerde op 24 oktober 2014 dat General Motors niet opzettelijk de verkoop frusteerde van Saab aan Zhejiang Youngman Lotus Automobile Co. Rechter Eugene Siler zei dat de acties van General Motors niet kwaadaardig waren en dat het bedrijf “legitieme zakelijke zorgen” had betreffende de verkoop, zoals de overdracht van technologie. Siler zei ook dat de claim “cruciale fouten had”.

Op 2 december 2014 Spyker NV heeft uitstel van betaling gekregen van de rechtbank Midden Nederland. Spyker heeft bescherming nodig tegen zijn crediteuren omdat het een tekort heeft aan geldelijke middelen. Victor R. Muller sprak “Wij denken hier sterker uit te komen als een innovatiever bedrijf en zijn goed gepositioneerd om te kunnen groeien en winst te maken”, aldus Muller en “We zijn allemaal toegewijd om van deze financiële herstructurering een succes te maken.” 

Op 18 december heeft de rechtbank van Lelystad officieel het faillissement uitgesproken over Spyker Automobielen B.V. en Spyker Events & Branding B.V.

2015: Doorstart van Spyker

Op 29 januari werd door de rechtbank in Leeuwarden het eerder uitgesproken faillissement in hoger beroep terug gedraaid. Spyker NV verkeerde op dat moment weer in de staat van surseance van betaling en een bewindvoerder trachtte vanaf toen om tot een overeenkomst te komen met de schuldeisers. Spyker NV gaf aan verder te gaan met de ontwikkeling van luxe sportwagens en elektrische auto’s. Op 13 mei van dat jaar werd er een overeenkomst gesloten tussen Spyker NV en de schuldeisers. Spyker had op dat moment een schuld van 44 miljoen en bood aan om per schuldeiser 12.000 euro af te betalen. De grootste schuldeiser was de curator van Saab GB; hij vorderde 24,9 miljoen euro en ging uiteindelijk akkoord met een uitkering van 61.000 euro. Een poging van de Letse bank Lizings om meer geld te claimen, draaide op niets uit.

Resultaten

Spyker heeft sinds 2007 zware verliezen geleden. De jaaromzet is al die jaren zeer bescheiden geweest en de bedrijfsresultaten altijd zwaar negatief. Het extreem grote verlies in 2010 was vooral het gevolg van de overname van Saab Automobile dat in 2011 failliet ging. Spyker was vervolgens niet langer verplicht het negatieve eigen vermogen van Saab te consolideren. Het uit de boekhouding vallen van dit bedrag leidde tot een boekwinst van €53 miljoen waardoor het jaar met een winst kon worden afgesloten. De grote winst in 2012 was vooral het gevolg van een conversie van schulden in aandelen. De omwisseling leidde tot een grote winst, het aantal uitstaande aandelen vertienvoudigde en het eigen vermogen kwam marginaal positief uit. In de onderstaande tabel staan de belangrijkste financiële gegevens van Spyker:

in miljoenen

Jaar	Omzet	Bedrijfs- resultaat	Netto resultaat	Eigen vermogen	Uitstaande aandelen per jaareinde	Aantal werknemers in FTE (x 1)
2007	€ 5,1	€ -29,7	€ -71,3	€ 25,6	9,7	166
2008	€ 7,9	€ -21,8	€ -24,8	€ 24,9	15,6	132
2009	€ 6,8	€ -19,2	€ -22,9	€ 2,6	15,9	131
2010	€ 3,3	€ -64,1	€ -218,3	€ -206,5	17,5	55
2011	€ 1,5	€ -13,8	€ 16,1	€ -151,2	36,0	56
2012	€ 0,7	€ -6,1	€ 114,4	€ 0,1	373,9	37

In december 2012 hebben de aandeelhouders van Spyker ingestemd met een omgekeerde aandelensplitsing, waarbij 100 aandelen met een nominale waarde van €0,04 samengevoegd worden tot één nieuw aandeel, waarna de nominale waarde wordt verlaagd tot €1,30 per aandeel. Na deze actie heeft Spyker 3,7 miljoen aandelen uitstaan.

Andere activiteiten

 Spyker C8 Spyder GT2R bij de 24 uur van Le Mans, 2007

Spyker Squadron

In 2005 behaalde het race team van Spyker (Spyker Squadron) de eerste successen in de loodzware FIA GT en LMES endurance wedstrijden. Deze races werden jarenlang gedomineerd door de fabrieks-Porsches en –Ferrari’s. Onder leiding van Peter van Erp en Ronald van de Laar werden meerdere podiumplaatsen behaald.

Spyker F1 Team

Op 29 september 2007 gingen de aandeelhouders van Spyker – ironisch genoeg het weekend dat het F1-team haar enige WK-punt scoorde – akkoord met de verkoop van het F1-team voor €88 miljoen aan een combinatie van Strongwind (Michiel Mol) en Kingfisher/Watson Limited (Vijay Mallya) uit India. Dat was €6 miljoen meer dan het aanvankelijke overnamebedrag. Toch was er geen sprake van een boekwinst, omdat Spyker fors had geïnvesteerd en eveneens forse verliezen had geleden door de hoge operationele kosten. In totaal hebben deze activiteiten tot een verlies geleid van €35,7 miljoen in 2007. Op 5 oktober werd de verkoop afgerond. Ad-interim directeur Hans Hugenholtz noemt het “geen mooie transactie, maar het is de best mogelijke en eerlijke prijs”. Op 4 oktober 2008 kreeg Spyker een aanvullend bedrag van €2,6 miljoen van de derdenrekening van het Formule 1-team. Spyker heeft nog een claim lopen tegen Orange India Holding, de nieuwe eigenaar van het F1-team, en verwacht in 2009 nog €2 miljoen te kunnen ontvangen.Op 9 september 2006 werden de geruchten bevestigd dat Spyker de Formule 1 in zou gaan, door met een groep investeerders onder leiding van Michiel Mol het Midland-MF1 Racing team over te nemen. Tijdens de Grand Prix Formule 1 van Italië in 2006 werd bekendgemaakt dat het consortium daadwerkelijk MF1 Racing had overgenomen. De naam van het team veranderde in Spyker MF1. Spyker betaalde $106,6 miljoen verdeeld over drie termijnen: $68,6 miljoen voor 30 september 2006, de rest in twee jaarlijkse termijnen van respectievelijk $15 miljoen en $23 miljoen. Op 27 september 2006 gingen de aandeelhouders van Spyker akkoord met de uitgifte van 2.650.000 nieuwe aandelen, die werden geprijsd op €20 per stuk, een flinke premie ten opzichte van de beurskoers op dat moment. Michiel Mol kocht het merendeel van deze aandelen.

Marketing

Aanwezigheid in Hollywoodfilms is bij Spyker onderdeel van de marketingstrategie. Het komt er op neer dat Spyker auto’s levert voor films en dat Spyker daarna niets hoeft te betalen voor de vertoning in de film.

Zo rijdt hoofdrolspeelster Sharon Stone in de film Basic Instinct 2 (2006) in een Spyker C8 Laviolette. In The Pink Panther (2006) zijn twee shots te zien met een geparkeerde Spyker sportwagen. De C8 Spyder en een C12 LaTurbie zijn te zien in de martial arts-actiethriller War.

Modellen

Productiemodellen

• Spyker C8
• Spyker C8 Spyder
• Spyker C8 Laviolette
• Spyker C8 Laviolette LM85
• Spyker C8 Double 12S
• Spyker C8 Aileron
• Spyker C8 Aileron Spyder

Prototypes

• Spyker D8 SSUV Peking to Paris
• Spyker D12 SSUV peking to Paris
• Spyker C12 Zagato
• Spyker C8 Double 12 S Spyder
• Spyker E8
• Spyker E12

Spyker Squadron

• Spyker C8 Double 12R
• Spyker C8 Spyder GT2R
• Spyker C8 Laviolette GT2R

Formule 1

• Spyker MF1
• Spyker F6 VIII

Trivia

• Voor Kerstmis 2005 deed Jennifer Lopez haar man Marc Anthony een Spyker C8 Spyder cadeau. De auto was nogal groot om onder de kerstboom te plaatsen dus legde ze onder de kerstboom een Spyker-miniatuurtje.
• Op 10 mei 2004 kwam in Nederland een velletje van tien postzegels van 0,39 euro uit. Afgebeeld zijn een Spyker C4 uit 1922, en de nieuwe Spyker C8 Double12 R. De postzegels werden uitgegeven ter gelegenheid van het vijftigjarig bestaan van Jeugdfilatelie Nederland.

From here the pictures of my collection:

OLYMPUS DIGITAL CAMERA

 

6NCA001000598_005, 17-08-2007, 16:47, 8C, 4250×9062 (3675+3), 100%, NCAD, 1/80 s, R42.6, G11.4, B8.9

6NCA001000598_006, 17-08-2007, 16:49, 8C, 4250×9062 (3675+3), 100%, NCAD, 1/80 s, R42.6, G11.4, B8.9

6NCA001000598_007, 17-08-2007, 16:51, 8C, 4250×9062 (3675+3), 100%, NCAD, 1/80 s, R42.6, G11.4, B8.9

6NCA001000598_008, 17-08-2007, 16:54, 8C, 4250×9062 (3675+3), 100%, NCAD, 1/80 s, R42.6, G11.4, B8.9

NCA001000598_016, 20-08-2007, 09:16, 8C, 8000×8858 (0+560), 100%, NCAD, 1/80 s, R42.6, G11.4, B8.9

NCA001000598_017, 20-08-2007, 09:19, 8C, 8000×8858 (0+560), 100%, NCAD, 1/80 s, R42.6, G11.4, B8.9

NCA001000598_019, 20-08-2007, 09:21, 8C, 8000×8858 (0+560), 100%, NCAD, 1/80 s, R42.6, G11.4, B8.9

NCA001000598_020, 20-08-2007, 09:24, 8C, 8000×8858 (0+560), 100%, NCAD, 1/80 s, R42.6, G11.4, B8.9

NCA001000598_020, 20-08-2007, 09:27, 8C, 8000×8858 (0+560), 100%, NCAD, 1/80 s, R42.6, G11.4, B8.9

NCA001000598_025, 20-08-2007, 09:44, 8C, 8000×8858 (0+560), 100%, NCAD, 1/80 s, R42.6, G11.4, B8.9

NCA001000598_026, 20-08-2007, 09:47, 8C, 8000×8858 (0+560), 100%, NCAD, 1/80 s, R42.6, G11.4, B8.9

6NCA001000598_003, 17-08-2007, 16:42, 8C, 4250×9062 (3675+3), 100%, NCAD, 1/80 s, R42.6, G11.4, B8.9

NCA001000596_001, 17-08-2007, 13:16, 8C, 7926×3708 (0+3), 100%, NCAD, 1/80 s, R42.6, G11.4, B8.9

NCA001000598_001, 17-08-2007, 13:19, 8C, 7926×3708 (0+3), 100%, NCAD, 1/80 s, R42.6, G11.4, B8.9

NCA001000600_001, 17-08-2007, 13:21, 8C, 7926×3708 (0+3), 100%, NCAD, 1/80 s, R42.6, G11.4, B8.9

NCA001000599_001, 17-08-2007, 13:20, 8C, 7926×3708 (0+3), 100%, NCAD, 1/80 s, R42.6, G11.4, B8.9

NCA001000602_001, 17-08-2007, 13:22, 8C, 7926×3708 (0+3), 100%, NCAD, 1/80 s, R42.6, G11.4, B8.9

NCA001000603_001, 17-08-2007, 13:24, 8C, 7926×3708 (0+3), 100%, NCAD, 1/80 s, R42.6, G11.4, B8.9

NCA001000594_011, 17-08-2007, 13:32, 8C, 7926×3708 (0+3), 100%, NCAD, 1/80 s, R42.6, G11.4, B8.9

NCA001000594_012, 17-08-2007, 13:33, 8C, 7926×3708 (0+3), 100%, NCAD, 1/80 s, R42.6, G11.4, B8.9

NCA001000594_015, 17-08-2007, 13:37, 8C, 7926×3708 (0+3), 100%, NCAD, 1/80 s, R42.6, G11.4, B8.9

NCA001000594_022, 17-08-2007, 13:45, 8C, 7926×3708 (0+3), 100%, NCAD, 1/80 s, R42.6, G11.4, B8.9

That’s it.

Auto Avio Costruzioni 815

Auto Avio Costruzioni 815

Auto Avio Costruzioni 815
Overview
Manufacturer	Auto Avio Costruzioni
Production	1940 2 produced
Assembly	Modena, Italy
Body and chassis
Class	Sports car
Body style	2-seat barchetta
Powertrain
Engine	1.5 L (1496 cc) SOHC I8
Dimensions
Wheelbase	2,420 mm (95.3 in)
Curb weight	625 kg (1,378 lb)
Chronology
Successor	Ferrari 125 S

The Auto Avio Costruzioni 815 was the first car to be fully designed and built by Enzo Ferrari. Legal issues with former associates Alfa Romeo prevented Ferrari from creating the Ferrari marque. The 815 raced at the 1940 Brescia Grand Prix, where both entries failed to finish due to engine problems. One of the cars was later scrapped, while the other is currently in a car collection in Italy.

Background

In 1938, Ferrari left Alfa Romeo after running Scuderia Ferrari as their racing division. The agreement ending their association forbade Ferrari from restarting Scuderia Ferrari within the next four years. Ferrari then founded Auto Avio Costruzioni (AAC) in Modena to manufacture aircraft parts for the Italian government

In December 1939, AAC was commissioned by Lotario, Marquis di Modena, to build and prepare two racing cars for him and Alberto Ascari to drive in the 1940 Brescia Grand Prix. The race, a successor to the Mille Miglia, was to be run in April 1940. The resulting car was named the AAC Tipo 815.

Details

The 815 was designed and developed by ex-Alfa Romeo engineers Alberto Massimino and Vittorio Bellentani and by Enrico Nardi. The designation “815” was based on the car’s eight-cylinder, 1.5 L engine. This engine was largely based on the four-cylinder, 1.1 L engine of the 508 C Balilla 1100. In concept, it was two 508C engines placed end to end, but it used a specially designed aluminium block built by Fonderia Calzoni in Bologna for integrity and light weight and a five-bearing crankshaft and a camshaft designed and built by AAC to get the traditional straight-8 timing and balance. The engine used Fiat valve gear, cylinder heads (two 508C heads per engine), and connecting rods. The engine was high-tech for the time, with a single overhead camshaft, two valves per cylinder, and a semi-dry sump lubrication system. Four Weber 30DR2 carburettors were specified for a total output of 75 hp (56 kW) at 5500 rpm.

The 815 used a Fiat four-speed transmission with the Fiat gears replaced by gears made in-house by AAC. The transmission was integral to the engine block. The car had independent Dubonnet suspension with integral shock absorber at front, with a live axle on semi-elliptic leaf springs and hydraulic shock absorbers at the rear.

The bodywork was done by Carrozzeria Touring using Itallumag 35, an aluminium/magnesium alloy, and was done in long, flowing forms with integrated wings.^[3] The bodywork weighed 119 lb (54 kg). The complete car weighed 625 kg (1,378 lb) and attained a maximum speed close to 170 km/h (110 mph).

Performance at 1940 Brescia Grand Prix

Two 815s, numbers 020 and 021, were completed and entered in the 1940 Brescia Grand Prix, which ran nine laps of a 103 miles (166 km) street circuit. Rangoni and Nardi raced in 020, while Ascari and Giuseppe Minozzi raced in 021. After leading the 1500 cc class in the first lap, Ascari’s car developed valve problems and broke down. Rangoni then took the lead, set the lap record for the class, and had a lead of more than half an hour when his engine failed after seven laps.

After the Second World War

Lotario Rangoni died during the Second World War and his brother, Rolando, inherited car no. 020. The car was scrapped in 1958.

Ascari’s car, no. 021, was sold to racer Enrico Beltracchini who raced it in 1947. After selling the car to a museum and then buying it back, Beltracchini sold it again to Mario Righini. As at 2006, Type 815 no. 021 was still in Righini’s collection.

Auto Avio Costruzioni 815

AAC tipo 815 at the Panzano Castle 2009

Fiat-based engine in the AAC tipo 815.

https://www.classicdriver.com/en/article/cars/auto-avio-costruzioni-815-secret-first-ferrari

http://www.topspeed.com/cars/ferrari/1940-ferrari-auto-avio-costruzioni-815-ar78772.html

Body Style:

Barchetta

 1949 Le Mans-winning barchetta:Ferrari 166MM

A barchetta (Italian pronunciation: [barˈketta], “little boat” in Italian) was originally an Italian style of open 2-seater sports car which was built for racing. Weight and wind resistance were kept to a minimum, and any unnecessary equipment or decoration were sacrificed in order to maximize performance.

Although most barchettas were made from the late 1940s through the 1950s, the style has occasionally been revived by small-volume manufacturers and specialist builders in recent years.

Typically handmade in aluminium on a tubular frame, the classic barchetta body is devoid of bumpers or any weather equipment such as a canvas top or sidescreens, and has no provision for luggage. Some barchettas have no windscreen; others, a shallow racing-type screen or aero screen(s).

The classic barchetta either had no doors, in which case entry and exit entailed stepping over the side of the car, or very small doors without exterior handles.

Origin and examples

Giovanni Canestrini, when editor of La Gazzetta dello Sport, a popular Italian sporting newspaper, was the first to use the term “barchetta” on a car, using it to describe the new Ferrari 166MM displayed at the 1948 Turin Auto Show. The name has been associated with the model ever since.

The MM in the car’s designation stood for Mille Miglia, the race it won in 1948 and 1949. In 1949 the 166MM barchetta also won the 24 Hours of Le Mans (driven by Luigi Chinetti and Lord Selsdon) and the Targa Florio (with Clemente Biondetti and Igor Troubetzkoy), the only car ever to win all three races in the same year. It also won the 1949 Spa 24 Hours. The car’s unadorned, lightweight aluminium body was designed by Carrozzeria Touring’s head of design, Carlo Felice Bianchi Anderloni.

Motor Trend Classic rated the 166MM barchetta sixth out of the ten “greatest Ferraris of all time”.

 Barchetta-bodied OSCA MT4

The OSCA MT4, a 1452 cc, 130 bhp (97 kW) barchetta made by the Maserati brothers, was for eight years the most successful under-1500 cc sports racing car in the world.

Other, even more diminutive OSCA barchettas were powered by engines of 750 cc and 850 cc.

Giovanni Moretti, another designer and manufacturer, also made several small barchettas in the 1950s.

The 1966 Abarth 1000SP barchetta was a successful race car, and in 2007 the car design firm Carrozzeria Bertone celebrated its 95th anniversary with the Fiat Panda-based Fiat Barchetta Bertone, an “open-topped strictly two-seater sports car that calls to mind the Italian racing cars of the 1950s. In this case, the design explicitly cites the Fiat 500 with the barchetta bodywork created by the young Nuccio Bertone in 1947 as a one-off for his personal use in races […and] projects the concept of the barchetta, a historic icon in the legend of Italian motorsports, into the future with purposeful elegance and sophisticated irony.”

 Ferrari 550 Barchetta

Ferrari revived the name in 2001 for their 550 Pininfarina Barchetta, which marked Pininfarina’s 70th anniversary. The car was first shown at the 2001 Salon de l’Automobile and 448 examples were built. It is “[i]n many ways…the legitimate successor to such legendary open Ferraris as the 166MM…” Designed as a roadster for use on public roads and not as a full-bred racing car, the 550 Barchetta has a rudimentary convertible top “whose mechanism is said to require strength, skill, and patience.” The top is intended only for emergency use in a sudden downpour and the manufacturer advises against using it at speeds above 70 miles per hour (110 km/h). The top “doesn’t look as if it would survive the sacrilege of an automatic carwash.” The list price of the 550 Barchetta was $245,000.

 Barchetta-style Renault Spider

The 1995-97 Renault Spider, although mid-engined, was designed very much in the barchetta style, and also in the barchetta tradition, as it was intended for racing. Renault sponsored a one-make race series for it. Although the Spider is road-legal it has no weather protection, and drivers of first-series Spiders usually wear a helmet on the road as these early models were sold without the windscreen that came with the later models.

Despite its name, the 1995-2005 Fiat Barchetta was not a sports car in the barchetta style or tradition.

Carrozzeria ALLEMANO Turino Italy 1928 – 1965

Carrozzeria Allemano

Turino Italy

Carrozzeria Allemano (established 1928, discontinued 1965) was an automobile coachbuilder in Turin, Italy, owned by Serafino Allemano. Allemano made various cars based on their own designs, and in some cases, externally made designs, such as those by Giovanni Michelotti. Some of the earlier cars were the Ferrari 166 S (1948, when it won the Mille Miglia with Clemente Biondetti behind the wheel), Alfa Romeo 2500 (1950) and Lancia Aurelia (1952). The Cisitalia 202 Berlinetta (#105, 1951) was designed by Carrozzeria Scaglietti but built by Allemano.

For Fiat Allemano created three Fiat 1100 TV (by Michelotti, 1954), the Fiat 600 (1955-1958), a few Abarth 750, Fiat 850 and Fiat 2200. Some of the Fiat 600 designs were also used by Abarth and Siata. For Maserati it made 21 Maserati A6G 2000/54, prototype designs for Maserati 3500 GT (1957), and 22 Maserati 5000 GT (1959-1965), many of these designed by Michelotti. For ATS it built ATS 2500 GT (1963) designed by Franco Scaglione. There was also a Jaguar XK140, an Aston Martin DB2/4 (1953) a Panhard Dyna, as well as Renault Dauphine specials.

Revival The Allemano name was revived in early 2014 with plans to launch a range of modified cars and motorcycles with custom bodywork and tuned mechanicals.

Allemano

Carrozzeria Allemano was an automobile coachbuilder in Turin, Italy, founded in 1928 by Serafino Allemano.

Allemano made various cars based on their own designs, and in some cases, externally made designs, such as those by Michelotti. Some of the earlier cars were Ferrari 166S, Alfa Romeo 2500 and Lancia Aurelia. For Fiat Allemano created three Fiats 1100 TV, some Fiats 600, 850 and 2200 and a few Abarths 750. For Maserati it made 21 Maseratis A6G 2000/54, prototype designs for Maserati 3500 (1957), and 22 Maseratis 5000 GT (1959-1965), many of these designed by Michelotti. There was also a Jaguar XK140, an Aston Martin DB2/4 (1953) a Panhard Dyna, as well as Renault Dauphine specials.

Carrozzeria Allemano ceased to exist in 1965.

1947

Allemano Ferrari 166S Spyder #001S

The 166 was the culmination of Ferrari’s early racing and development. It achieved unprecedented competition successes that formed the foundation of the Ferrari legend.

The original 1 1/2 liter Ferrari 125 V12 was successful but postwar racing regulations soon adopted a two liter limit for Formula 2. Ferrari increased the 125’s 55×52.5mm bore and stroke to 60mm bore and 58.8mm stroke, bringing the Ferrari V12 to nearly the optimum two-liter displacement: 166.25 cc per cylinder, 1,995 cc in all.

First produced for Scuderia Ferrari with cycle fendered Spider Corsa bodies adaptable to both Formula 2 and sports car competition, Ferrari also built two long wheelbase (2620mm) 166 Sports, one of which was this Spyder by Allemano.

In november 1947, Count Bruno Sterzi became the first private owner of a Ferrari: the Allemano bodied 166 Spyder Corsa #001S. This car was raced by equipes Clemente Biondetti / Igor Troubetskoy and Bruno Sterzi / Nando Righetti. In 1950 it was sold to Baron Stefano La Motta, Sicily and was also raced by equipe Stefano La Motta / Gino Alterio.

In 1951 Baron Stefano La Motta was killed. After the crash the car was destroyed and scrapped.

1948

allemano-6c-2500s

Allemano Ferrari 166S Berlinetta #003S

This 166S Berlinetta by Allemano was first registered to the Scuderia Ferrari in 1948. It has been raced by great names like Clemente Biondetti, Giuseppe Navone, Giampiero Bianchetti, Giulio Sala and Luigi Musso.

The 166 was the culmination of Ferrari’s early racing and development. It achieved unprecedented competition successes that formed the foundation of the Ferrari legend.

The original 1 1/2 liter Ferrari 125 V12 was successful but postwar racing regulations soon adopted a two liter limit for Formula 2. Ferrari increased the 125’s 55×52.5mm bore and stroke to 60mm bore and 58.8mm stroke, bringing the Ferrari V12 to nearly the optimum two-liter displacement: 166.25 cc per cylinder, 1,995 cc in all.

First produced for Scuderia Ferrari with cycle fendered Spider Corsa bodies adaptable to both Formula 2 and sports car competition, Ferrari also built two long wheelbase (2620mm) 166 Sports, one of which was this coupe by Allemano. Clemente Biondetti and Giuseppe Navone drove the car to a stunning overall victory in the 1948 Mille Miglia.

After a road accident the car was rebuilt by Carrozzeria Colli in Milan, receiving a newly styled front end, and was painted dark red. Later it was crashed again and was scrapped. The engine and gearbox went to chassis #0205EL.

1951

Allemano Panhard Crepardi Dyna 750 Coupe

The Panhard Dyna was an ideal base for many people and companies who wanted to build their own car. The Dyna chassis was light, not too expensive and the engine was relatively powerful. It was also easily to obtain, because Panhard was always very willing to provide their chassis and drive train to anyone.

The Allemano Coupe in these pictures was designed by Aldo Bianchi. The car was built in a number of four for the Panhard importer Crepaldi of Milan, Italy. Crepaldi’s racing team raced under the name “Scuderia ITAL-FRANCE” and with the equipe Guidetti/Ubezio the Allemano Panhard finished 171th (out of over 300 participants) in the 1953 Mille Miglia.

Only two out of four Allemano Crepaldi Panhard 750 Coupes are known to still exist.

1952

Allemano Lancia Aurelia B53 Coupe

This one-off Lancia Aurelia B53 Coupe was a display car created for the 1953 Torino Motor Show. The body was designed by Giovanni Michelotti, who worked for a number of design houses in addition to Allemano, most notably Vignale. Michelotti’s design was brought to life by the panel beaters and craftsmen of Carrozzeria Allemano in Turin. The body is mostly made out of steel, but the bonnet and doors are made of aluminium for weight saving.

1952

Allemano Panhard Crepardi Dyna 750 Coupe

The Panhard Dyna was an ideal base for many people and companies who wanted to build their own car. The Dyna chassis was light, not too expensive and the engine was relatively powerful. It was also easily to obtain, because Panhard was always very willing to provide their chassis and drive train to anyone.

The Allemano Coupe in these pictures was designed by Aldo Bianchi. The car was built in a number of four for the Panhard importer Crepaldi of Milan, Italy. Crepaldi’s racing team raced under the name “Scuderia ITAL-FRANCE” and with the equipe Guidetti/Ubezio the Allemano Panhard finished 171th (out of over 300 participants) in the 1953 Mille Miglia.

Only two out of four Allemano Crepaldi Panhard 750 Coupes are known to still exist.

1953

Allemano Aston Martin DB2/4 Coupe

This Allemano bodied is a unique example with coachwork designed by Giovanni Savonuzzi.
The rolling chassis was ordered by a close friend of David Brown, Mr. J. O’Hana of Casablanca, who shipped the car to Allemano Serafino of Torino.
With a new Berlinetta body and an engine with DB3 specifications, Mr. O’Hana enjoyed driving and racing the car in Casablanca.
After a thorough restauration, the car won first prize in ‘Italian Coachwork Class’ at the 1994 Pebble Beach Concours.
Aston Martin Historian, Roger Stowers said about this car “This car must be the best example of foreign coachwork on any Aston Martin”.

1953

Allemano Berlinetta

1953

Allemano fiat 1900 coupe

1954

Allemano fiat 1100 103tv coupe

1954

Allemano Fiat 1100 Coupe

1955

Allemano Fiat 600 Coupe

1956

Allemano fiat 600 spider

1956

Allemano Lancia Appia Coupe

1956

Allemano Maserati A6G/54 & A6G2000

Maserati’s first true production car, the A6 series, was introduced to the public at the 1947 Geneva motor show. The 6CM engine was substantially redesigned and modernized. This engine was soon adapted for the road cars in 2-litre form as the A6G/2000 and A6G/54. The A6G/2000 was also simply referred to as the Maserati 2000 GT. The 2000cc A6GCS inline-six engine was detuned by Vittorio Bellentani to provide a better power curve and a normal wet-sump lubrication system was fitted. Bellantini’s task was to produce a reliable unit which could easily be modified for competition use, so a twin-spark cylinder head was offered as an option.

Maserati chose to outsource the bodywork. No two cars were alike and each reflected the first customer’s design preference. All the cars were sold as bare chassis to be fitted with bodies from Allemano, Frua, Zagato and Vignale. Both variants were offered simultaneously.

Produced from 1946 to 1957, only 139 A6s were ever built, 60 of which were A6G/2000 examples fitted with the twin-cam 2-litre engine. The car’s construction was rather simplistic, based upon a tube Gilco frame supported by independent front suspension with wishbones and coil springs and a rigid rear axle. Large drum brakes were fitted at all four corners. In its final version the A6G/2000 made some 160 horsepower, with three twin-choke Weber carburettors. Weighing less than 900 kilograms, the A6G/2000’s performance numbers were quite remarkable, with some reports claiming a top speed of 140 miles per hour.

Carrozzeria Allemano built 21 Maserati A6 examples.

1956

allemano-maserati-a6g-54-berlinetta

#

1956

Allemano Maseratie A6G 2000

1956

Maserati A6G 2000 mit Allemano-Karosserie

1958

Allemano Fiat 600

1959-1960

Allemano Abarth 850 Coupe

The Abarth Coupe in this gallery is built on Fiat’s 750/850 GT chassis, powered by an 850 cc engine coupe, and fitted with a body by Carrozzeria Allemano of Torino, Italy. The exact number built is not known, but it is generally agreed that the total is less than 200. Currently, less than 10 are known to exist in North America. In the book The Italian Car Registry by John de Boer, less than 30 of the nearly 600 Abarth 750/850 GT cars listed are Allemano coupes. In its day, the Abarth Allemano Coupe was very well received but sold in very small numbers. At a price of $3,385, it was in direct price competition with the Porsche Speedster and Alfa Romeo Guiletta Spyder.

1960

allemano-abarth-6-cylinder

1960

Allemano Fiat Abarth 850 Coupe 02

1961

allemano fiat 1500

1961

Allemano Maserati 5000 GT

1962

Allemano Maserati 5000 GT

1963

Allemano ATS 2500 GT

1963

Allemano Fiat 1500 Spyder

1964

Allemano Maserati 5000 GT

1969

Allemano Abarth 850 Coupe

Allemano Maserati A6G 2000 Coupé

Allemano Maserati 5000 GT0

Ferrari 166MM Barchetta Allemano

Lancia Aurelia carrozzata Allemano

ABARTH Bologna, Turin Italy Special Cars 1949 – Ongoing

Abarth

Abarth & C. Spa

Type	Società per Azioni
Industry	Automotive
Founded	Bologna, Italy (March 31, 1949)
Founder	Carlo Abarth
Headquarters	Turin, Italy
Key people	John Elkann, President Harald J. Wester, CEO
Parent	Fiat Chrysler Automobiles, NV
Website	www.abarth.it

 

Abarth 595, derived from Fiat 500

Abarth is a racing car and road car maker founded by Carlo Abarth of Turin in 1949. Its logo is a shield with a stylized scorpion on a red and yellow background.

History

Carlo Abarth founded the Abarth & C. company with Armando Scagliarini (father of Cisitalia racing driver Guido Scagliarini) in Bologna on 31 March 1949, using his astrological sign, Scorpio, as the company logo. The company made high-performance exhaust pipes and raced Cisitalia cars. On April 10, 1950 Tazio Nuvolari made his last appearance in racing with an Abarth’s Cisitalia.

On April 9, 1951 the company’s headquarters were moved to Turin; Abarth began his well-known association with Fiat in 1952, when it built the Abarth 1500 Biposto on Fiat mechanicals.

In the 1960s, Abarth was successful in hillclimbing and sports car racing, mainly in classes from 850cc to 2000cc, competing with Porsche 904 and Ferrari Dino. Hans Herrmann was a factory driver from 1962 until 1965, winning the 500 km Nürburgring in 1963 with Teddy Pilette.

Abarth promised Johann Abt that he could race a factory car for free if he won all the races he entered. Abt almost succeeded: Of the 30 races he entered, Abt won 29 and finished second once. Abt later founded Abt Sportsline.

Abarth produced high-performance exhaust pipes, diversifying into tuning kits for road vehicles, mainly for Fiat. A racing exhaust was produced for the 1950s Lambretta models “D” and “LD”. Original Abarth LD exhausts are now valuable collectors items. Reproductions are available which carry the Abarth name, how Fiat feels about this is not known. Lambretta even held several 125cc Motorcycle land speed records during the 1950s thanks partly to the exhaust that Abarth developed for them.

Abarth also helped build sports or racing cars with Porsche and Simca.

Fiat bought Abarth on July 31, 1971; Enzo Osella bought the racing team. Under Fiat ownership, Abarth became the Fiat Group’s racing department, managed by engine designer Aurelio Lampredi.

Abarth prepared Fiat’s rally cars, including the Fiat 124 Abarth Rally and 131 Abarth, then was merged with the Squadra Corse Lancia developing the Lancia 037 rally car.

On 1 October 1981, Abarth & C. ceased to exist and was replaced by Fiat Auto Gestione Sportiva, a division of the parent company specialized in the management of racing programmes that would remain in operation through to the end of 1999, when it changed to Fiat Auto Corse S.p.A.

Some commercial models built by Fiat or its subsidiaries Lancia and Autobianchi were co-branded Abarth, including the Autobianchi A112 Abarth, a popular “boy racer” because it was light weight and inexpensive.

In the 1980s Abarth name was mainly used to mark performance cars, such as the Fiat Ritmo Abarth 125/130 TC.

In 2000s, Fiat used the Abarth brand to designate a trim/model level, as in the Fiat Stilo Abarth.

In 2007, Fiat Automobiles SpA relaunched the brand with the Grande Punto Abarth and the Grande Punto Abarth S2000. The brand is separate from the main Fiat brand. It is based in the Officine 83, part of the old Mirafiori engineering plant. The CEO is Harald Wester.

Abarth cars

Current models

Abarth Punto Evo, Supermini, 3-door hatchback

Abarth 500, City car, 3-door hatchback

Abarth 500C, City car,  Cabriolet

Fiat Abarth 750

Abarth 209A Boano Coupe

Abarth race cars

Fiat Abarth 1000

1961 Abarth Monomille, rebodied Fiat 600 chassis

Cars produced by Abarth

Fiat 131 Abarth driven by Markku Alén at the 1978 1000 Lakes Rally

• Fiat-Abarth 500
• Fiat-Abarth 750
• Fiat-Abarth 1000 TC (Fiat 600 based)
• Fiat-Abarth 850 TC
• Abarth 1100 Scorpione Spider (Boano)
• Abarth 1500 Biposto
• Abarth Simca 2000 – coupé
• Abarth 204A Berlinetta
• Abarth 205A Berlinetta
• Alfa Romeo Abarth 2000 Coupe
• Abarth 207A Spyder
• Abarth 209A Boano Coupe
• Porsche 356B Carrera GTL Abarth
• Abarth Simca 1300 GT
• Fiat-Abarth OT1000
• Fiat-Abarth OT1600
• Fiat-Abarth OT 2000 Competition Coupé
• Fiat-Abarth Zagato 750
• Fiat-Abarth 2200
• Fiat-Abarth Allemano 750 Spider
• Fiat-Abarth 2400
• Fiat Abarth 1000 TCR Berlina
• Autobianchi A112 Abarth
• Fiat-Abarth 595 SS
• Fiat-Abarth 695 SS
• Abarth OT 1300
• Abarth Monomille
• Abarth Grand Prix/Scorpione
• Abarth 3000 Prototipo
• Fiat Ritmo 125/130 TC Abarth
• Fiat 124 Abarth Rally
• Fiat 131 Abarth Rally
• Lancia 037
• Lancia Abarth Kappa Coupe Turbo

Cars not produced by Abarth but with Abarth badges

• Fiat Uno Turbo Mk2 (Abarth)
• Fiat Bravo GT/HGT (Abarth)
• Fiat Bravo Type 198 (Abarth)
• Fiat Stilo (Abarth)
• Fiat Punto (Abarth)
• Fiat Cinquecento Sporting (Abarth)
• Fiat Seicento Sporting (Abarth)

Cars produced under Abarth & C. S.p.A. (2007–)

• Abarth 500
• Abarth 500 SS
• Assetto Corsa Rally
• 695 Tributo Ferrari
• Abarth Grande Punto (2007)
• Abarth Grande Punto SS (2007)
• Abarth Punto Evo
• Abarth Punto Supersport (2012–2013)
• Abarth 500C

Cars produced by other manufacturers with involvement from Abarth

• Lancia Delta S4 for Group B – Helped to engineer the engine which utilised a supercharger and turbocharger.

Cars produced under Fiat Corse – N Technology named Abarth

• Fiat Punto Abarth (rally version only)
• Fiat Cinquecento 900 Trofeo kitcar (teams had to build up their own rallycar from Fiat N Technology derived Abarth racingparts)
• Fiat Cinquecento Sporting 1.1 Rally car
• Fiat Seicento Sporting 1.1 Rally car

Buses + more FIAT Fabbrica Italiana Automobili Torino Italy III

Viberti badge (Photo credit: Wikipedia)

Buses FIAT Fabbrica Italiana Automobili Torino Italy III

after part II

now part III

fiat 1959-1965

1960 FIAT 309

1960 FIAT 309 Politi

1960 Fiat 405 Viberti CV39

1960 Fiat 410

1960 Fiat 626 RNL Ambrosini & Botta in Plein Soleil

1960 Fiat 626 RNL Ambrosini & Botta in Plein soleil

1960 Fiat 640 in San Giusto

1960 Fiat 680 RN Bianchi & C

1960 FIAT 680 RN Cansa

1960 fiat-409 ©Gabriele Mencucci

1960 fiat-409

1960 fiat-410

1960 fiat-410

1960 fiat-410

1960 fiat-410

1960 fiat-410

1960 fiat-410 Mario Kaiblinger

1960 fiat-410 Mario Kaiblinger

1960 fiat-410

1960 fiat-413

1960 fiat-413

1960 fiat-414

1960 fiat-414

1960 fiat-414

1960 fiat-414

1960 fiat-um

1960 nsu/fiat-um

1966 Fiat-zeta

1960 Fiat-zeta CUBA

1960 Fiat-zeta

1960-72 Fiat 306-2 Viberti CV.24B

1961 Fiat 306-2 Macchi

1961 FIAT 309

1961 FIAT 409 Casaro Tubocar bus

1961 Fiat 413 Viberti Monotral CV61

1961 Fiat 413 Viberti Monotral CV61 Davide Fenoglio

1961 Fiat 413 Viberti Monotral CV61

1961 Fiat 413 Viberti Monotral CV61

1961 Fiat 413 Viberti Monotral CV61

1961 Fiat 413 Viberti Monotral CV61

1961 Fiat 642 RN CARROZZERIA BARBI SPA

1961 fiat-414

1961-parigi-fiat-309

1962 64 +1977-81Fiat 306 3 Cansa

1962 Fiat 309 1 CARROZZERIA BARBI SPA

1962 FIAT 309 Barbi Sitalr

1962 fiat 309 menarini-fieschi-la spezia

1962 FIAT 320 Dalla Via Siccar

1962 FIAT 343

1962 FIAT 409

1962 Fiat 416 Mauri Bus TS23

1962 FIAT 470 Cameri a Roma in P.le del Verano

1962 Fiat 629 CARROZZERIA BARBI SPA

1962 Fiat 629 CARROZZERIA BARBI SPA

1962 Fiat 635

1962 fiat-309

1963 Autobus FIAT 411 Menarini

1963 Fiat 409 Casaro U.192-1

1963 Fiat 409

1963 Fiat 410 St.3 SEAC U.202

1963 Fiat 411 settembre 1963 (Rovigo)

1963 fiat-309

1963 VAN HOOL FIAT 314 NL

1963 VAN HOOL FIAT 420 HA-St2 België

1964 FIAT Aerfer 56761a

1964 FIAT (o Cameri)

1964 Fiat 309 CARROZZERIA BARBI SPA

1964 Fiat 309 Granluce

1964 FIAT 314-2 Orlandi l

1964 Fiat 320 carr Van Hool NL

1964 Fiat 320 carr Van Hool

1964 FIAT 412 Aerfer 2729

1964 Fiat 412 Aerfer Acft 2003

1964 Fiat 416

1964 Fiat 416A Cansa 328 ©Mario Kaiblinger

1964-FIAT-621-R-Viberti

1964 FIAT CANSA bus 745 atac

1964 fiat-309

1964 fiat-320

1964 fiat-409

1964 fiat-625

1964 VAN HOOL FIAT 420HA St2-2

1964 VAN HOOL FIAT 420HA5220-St2

1964 VAN HOOL FIAT 420HA5220-St2

1964-68 Fiat 410.100 St. 4-2 Fiat-Cansa

1965 Fiat 306-3 Menarini Monocar 1041-2

1965 Fiat 314 CARROZERIA BARBI SPA

1965 Fiat 314 CARROZERIA BARBI SPA

1965 Fiat 314 CARROZERIA BARBI SPA

1965 Fiat 314 CARROZZERIA BARBI SPA

Logo Fiat 1965-1968 +

Fiat Logo also used from 1965-2000

1965 fiat-314 ©Mario Kaiblinger 

1965-FIAT-San-Remo

1965-FIAT-470-Cameri-a-Roma-in-P.le-del-Verano

1965 FIAT 615 N  Menarini

1965 FIAT Van Hool Nederland

1965 fiat-309

1965 fiat-309

1965 fiat-320

1965 fiat-625

1965 fiat-n Feuerwehr

1965 VAN HOOL FIAT 625N.

1966 FIAT (Cansa o Cameri)

1966 Fiat 306 Granluce Cansa

1966 Fiat 306 Granluce

1966 fiat 309 menarini-89-verso portovenere-6-800

1966 Fiat 314

1966 FIAT 343 Barbi Mirage

1966 FIAT 343 Bianchi

1966 FIAT 600 Familiaire

1966 Fiat 625 NP

1966 FIAT 1100 T-TN bus

1966 fiat-320

1964 fiat-625

1967 FIAT 309 BARBI

1967 FIAT 343 Barbi SEFTA

1967 fiat-309

1967 fiat-320

1967 fiat-320

1967 fiat-343

1967 fiat-343

1968 Fiat 238 Bus

1965 FIAT 309L Bianchi C

1965 FIAT 320 Menarini Tubocar

1968 fiat-309-07 siccar

1968 fiat-320

1965 Fiat 306 Cansa Moskou

1968 fiat-409 ©B Principe

1969 DINA Fiat lmpfroj-fiat-2

1969 Fiat – Iveco 315 ©AutobusDiLinea

1969 Fiat 306 3 Cansa ©Kaiblinger

1969 FIAT 306 Barbi

1969 Fiat 306 Cansa Bella Vista Moskou

1969 Fiat 306 è un modello di autobus prodotto dalla via

1969 FIAT 309a Menarini

1969 Fiat 420

1969 FIAT 625 N1P  72pk carr Van Hool nr 1

1969 FIAT 850 Familiaire seven seats catalogus (1965)

1965 fiat-238 ©auto-publltest.fr

1964 VAN HOOL FIAT 420

1970 Fiat 306-3 Cattelan

1970 Fiat 308

1970 fiat-314 ©Gabrielle mencucci

1970 Fiat 306 Portesi

1970 Fiat 314 busnummer 9 Van Hool

1970 Fiat 314-2

1970 VAN HOOL FIAT 625

1965 fiat-306

1970 fiat-306

1971 Fiat 308 L

1971 Fiat 343

1971 Fiat 418

1971 Fiat 418 AL

1965 Fiat 409

1965 fiat-409 ©P Castelli

1964 FIAT 850 Familiare

1964 FIAT 850T CAMPER NL

1963 fiat-238

1968 fiat-238

1965 fiat-238 Ambulanza

1965 fiat-238 Camper

1973-Fiat-850-Familiare-Martini-Fiat-850T-Pulmino

1965 fiat-238 NL

1964 FIAT 238 Politiebus EB-40-54 NL

1963 FIAT 410 3 axle Cansa trolleybus

1964 v lindbergh 25 Fiat smit garage waterland

FIAT Eritrea

1966 FIAT 306 Orlandi Concord

1972 FIAT 418 a Padivarma Sp ITALY

1972 Fiat 421 A Model

1972 fiat-314 © Allesia Tempesta

1974 fiat-343

1972 fiat-329  Ruggeri

1973 Fiat 343 CARROZZERIA BARBI SPA

1973 Fiat Rally 73

1973 Fiat 418AL Fiat-Cameri ©Kaiblinger

1963 Fiat 405

FIAT 682

1974 fiat-343

1974 fiat-470

1975-76 Van Hool-Fiat 409

1973 fiat-421 ©Roberto Amori

1976 Fiat 308 Cameri Perego

1976 fiat-308

1976 Fiat 850 kombi

1966 Piraeus-FIAT-704 GR

FIAT-trolleybus-piraeus

1976-80 Fiat 900T Panorama

1976-85 fiat-900

Fiat 621L pompiers à Varsovie

1977 Fiat 308L Padane Gran Turismo

1977 Fiat 315 8.17, 4 x 2, 24V, D

1977 Fiat 315

1977 Fiat 370 Menarini

1977 fiat 900

1977 fiat-308

1977 Fiat A60 Ruggeri

1977 FIAT A 70 12 RUGGERI school bus

1977 fiat-308

1977 fiat-308

1978 FIAT 4×4 Ruggeri

1978 FIAT 101SB Menarini

1978 Fiat 315 CARROZERIA BARBI SPA

1968 FIAT Menarini Italbus

1978 fiat-900

1978 fiat-900

1979 fiat-370 Dalla Via ©Bettini Renato

1980 FIAT 316 Menarini, GEAF – Frosinone

1980 Fiat 370

1980 FIAT 900 camper

1980-85 Fiat 900E Panorama

1981 FIAT 315 Schoolbus Boekje Ruggeri

1981 FIAT 315

1981-89 Fiat Ducato Panorama

1982 Fiat 320 Menarini

1982 Fiat 370

1982 fiat-900

1983 04325-ATAM PG-Fiat 418 AC Minerva 120

1973 FIAT 418 AC bcf, AMT Catania ex ATAF – FI

1982 Fiat900 Ambulancia

1983 fiat-370

1983 fiat-418

1983 fiat-470 ©Andrea Lesti

1973 fiat-418

1983 fiat-418

1983 fiat-418

1983 fiat-470

1983 fiat-talento

1984 FIAT 370 BARBI

1984 Fiat 418s with De Simon bodywork

1984 fiat-470

1984 fiat-470 MAURI

1984 fiat-470

1984 fiat-talento

1985 fiat-470

1986 campervan fiat 013

1987 FIAT 370 Padane Z 3

1987 fiat-talento Army Ambu

1988 FIAT 370 Dalla Via 12.25

1988 fiat-iveco-370 army

1988 fiat-370 Denmark Army

1988 fiat-talento Polizia

1989 Fiat Iveco 370

1989 fiat-talento

1989-94 Fiat Ducato Combi

1990 Fiat Ducato I

1990 FIAT Menarini k

1990 IVECO FIAT 315 8 18 ORLANDI suburban bus

1990-94 Fiat Talento Supercombi

1991 fiat-370

1992 fiat-370

1994 02 Fiat Ducato Panorama

1994-99 Fiat Ducato Engine 2500cc Diesel

1995 FIAT – IVECO 370

1995-02 Fiat Scudo Combinato Minibus

1996 Fiat Iveco 315 – Padane Z

1996 FIAT IVECO POKERINO III S 315E 8 18 suburban bus

1996 Iveco 370 Dalla Via TEP

2000 FIAT Ducato 14 posti

2001 fiat-van

2002 Fiat Ducato

2002-06 Fiat Ducato Bus AU-spec

2002-06 Fiat Ducato Panorama

Logo Now  a  Days

2003 fiat-van

2003 fiat ducato 4×4

2004 fiat-van-Ducato

2004 fiat ducato edm gvn-234 Ambulancia

2005 fiat-van-scudo

2005 fiat ducato

2006 Fiat Ducato Panorama

2007 Fiat Scudo Panorama UK-spec

2007 fiat-van

2008 Fiat-Ducato-Multijet-2.2-Jtd-H2-L2-8-Persoons-VIP-Bus-22012763

2009 Fiat Ducato front

2010 Fiat Ducato 2,3

2011 Fiat Ducato Multijet Economy Italia

2011 Opatov, Iveco Daily, Veolia Transport Praha, zezadu

2011 FIAT Ducato Arriva 6428 te Kilder Beekseweg

2012 FIAA – Iveco-Irisbus Crealis Neo

2012 Fiat Ducato 2,0 panorama

2012 fiat ducato voordevmnn

2012 IVECO Sunset HNF XL 18 seats

2013 Fiat Ducato 3

2013 FIAT SCUDO CREW VAN DOBLO XL

2013 IVECO Daily 45c11 13 seat

2014 iveco-daily-minibus

fiat polski truck van bus

fiat 21pd6 Israel

Fiat-500C-Belvedere-BorderMaker Paul Bennink Buzzy Bee Forum

fiat-625

fiat-625

fiat-625

fiat-645

fiat-666

fiat-750

THE END

FINITO

Filed Under: ABARTH, AERFER, Aeronautica, Ambrosini & Botta, AMBULANCES, ARMY,Autobianchi, BARBI, Bianchi, Busbuilder, BUSES, Camper, CANSA, CARROZZERIA, Cars,Casaro Tubocar, DALLA VIA, DE SIMON, Ferrari, Fiat, FIRE & RESCUE, ITALY, IVECO,Macchi, Maserati, MAURI, Menarini, NSU, Opel, Orlandi, Padane, Portesi, Ruggeri, Siccar,TAXI, Trolleybuses, Trucks, Uncategorized, Van Hool, Varesina, Varesina-Marelli, Viberti,VW

Buses + more FIAT Fabbrica Italiana Automobili Torino Italy II

Buses FIAT Fabbrica Italiana Automobili Torino Italy II

In Part one we came till 1950.

Now it’s time to go further:

The different logos that are used for FIAT

fiat 1938-1959

 

1950 FIAT 18979s ROMA

 

1950 Ancona Filobus FIAT 668

 

1950 Ancona Filobus FIAT 2401 Cansa n21

 

1950 FIAT 401

1950 Fiat 640 CARROZZERIA BARBI SPA

1950 FIAT 642

 

1950 Fiat 668 filobus CT

 

1950 Fiat 668F trolleybus OMS Stanga

 

1950 Fiat 680 CARROZZERIA BARBI SPA

 

1950 Fiat 680 Cattellan  BusTur 4

1950 FIAT 680 RN BARBI

1950 Fiat 680 RN CARROZZERIA BARBI SPA

 

1950 FIAT 680 Ru Viberti CV5

 

1950 FIAT Moskou

1950 FIAT TROLLEY 2187 b 04298

1950 fiat-401

1950 fiat-668 OMS Stanga

1950 fiat-668

1950 fiat-668

 

1950 Vrachtwagen-Fiat-626

 

1951 fiat 411 M 10676cc

 

1951 FIAT 626 RNL body by Aeronautica d’Italia

 

1951 FIAT 626 RNL body by Aeronautica d’Italia

 

1951 FIAT 626 RNL body by Aeronautica d’Italia

 

1951 Fiat 680

 

1951 Varesina Fiat 1500 built to advertise CIS

 

1952 Fiat 405 Salerno Filobus

 

1952 Fiat 405

 

1952 Fiat 405

 

1952 Fiat 505 Roma

1952 Fiat 672 05986a

 

 1952 FIAT villani-a-bus-made-by-menarini-of-bologna-used-by-the-business-tulli-di-sezze

1952 fiat-401

1952 fiat-405

 

1952 fiat-405

1953 Fiat 401 UM

1953 FIAT 642 RN panoramico Carrozzeria BARBI spa

1953 Fiat 680 RN

1953 Fiat 682 Carrozzeria BARBI spa

1953 Fiat 682 Carrozzeria BARBI spa

1953 FIAT 682 RN SUPERPANORAMICO BARBI

 

1953 Fiat 682 RN

1953 FIAT 682 Viberti CV6

 

1953 fiat-405

1953 Granturismo FIAT 680 Carrozzeria Barbi

1953 Interno Fiat 680 RN Carrozzeria BARBI spa

1954 Fiat 401 UM Aerfer

 

1954 Fiat 401 UM Aerfer

 

1954 Fiat 404 UP

 

1954 Fiat 411 Cansa

 

1954 Fiat 680 RN Cansa in Divorzio all italiana

1954 FIAT 682 RN BARBI

1954 Fiat 682 RN CARROZZERIA BARBI SPA

 

1954 Fiat 682.RN Viberti CV.7

1954 fiat-668

 

1955 Fiat 306

 

1955 FIAT 666 RN Aeronautica d Ítalia 1955

 

1955 Fiat 682.RN Viberti CV.6

 

1955 FIAT 682-125 carrozzato Romanazzi

 

1955 Fiat OM Super Taurus

1955 fiat-409

 

1956 FIAT 682-125 carrozzato Romanazzi

 

1956 Fiat 306 I ed. CARROZZERIA BARBI SPA

1956 Fiat 680 bus-storico

1956 Fiat 692.RN Viberti CV.6

1958 fiat 309 menarini

1956 Fiat 2411 Monotral Snodato Viberti

 1956 fiat-409

 1956 fiat-um-01

1957 FIAT alb054 Carrozzeria BARBI spa 

1958 577 viale isonzo-Stefano Paolini

1958 FIAT 401

1958 FIAT 405 Autobus

1958 Fiat 626 RNL Ambrosini & Botta in Scampolo 

1958 Fiat 626 RNL Ambrosini & Botta in Scampolo

1958 FIAT 680 BusInt21

1958 FIAT 2411 Cansa – Menarini – CGE  I

1958 Fiat 2411 Cansa CGE bus

 

1958 Fiat viberti ATM 548 01

 

1958 fiat-309

 

1958 fiat-309 Siccar

 

1958 fiat-405

 

1958 fiat-405

1958 fiat-409

 

1958 fiat-413

1958 fiat-414

 

1958 filobus storico della linea in questione Fiat 2411 San Remo

 

1958 filosnodato Fiat 2472 Viberti CGE

1959 Fiat 306-2 con carrozzeria Viberti © Leandro Tavolare

1959 Fiat 309

1959 fiat 309

 

1959 Fiat 314

 

1959 Fiat 666 RN SFW

 

1959 fiat-414

 

fiat 1938-1959

1960 Autobus FIAT 410

##

fiat 1959-1965

End of Part II

Filed Under: ABARTH, AERFER, Aeronautica, ALFA ROMEO, Ambrosini & Botta,AMBULANCES, Autobianchi, BARBI, Busbuilder, BUSES, CANSA, CARROZZERIA, Ferrari,Fiat, ITALY, IVECO, Maserati, Menarini, Opel, Orlandi, Romanazzi, Siccar, Stanga, TAXI,Trolleybuses, Trucks, Varesina, Viberti, VW

Buses + more FIAT Fabbrica Italiana Automobili Torino Italy I

Buses FIAT Fabbrica Italiana Automobili Torino Italy I

FIAT brand 1899

In 1899 werd in Turijn de Società Anonima Fabbrica Italiana AutomobiliTorino opgericht, op initiatief van Giovanni Agnelli. Hij werd in 1902algemeen directeur van de firma. In 1900 werden de eerste 24 auto’s geproduceerd in de fabriek in Corso Dante, waaronder de 3/12HP. Het Fiat-logo werd in 1904 door Biscaretti ontworpen.

Al vroeg was Fiat met succes actief in autoraces. In 1902 won Vincenzo Lancia de Sassi Superga met een 24HP. Ook Agnelli zelf was actief als coureur, hij reed de tweede tour van Italië. In 1907 won Felice Nazzaro de Grand Prix de France in een 130HP, met een gemiddelde snelheid van 113,612 km/uur.

In 1908 werd Fiat actief in de Verenigde Staten, waar de Fiat Automobile Co. werd opgericht. Daarnaast werd het assortiment uitgebreid naar trams, vrachtwagens en schepen. Fiat begon met het toepassen van cardanaandrijving, een techniek waarop het bedrijf het patent bezit.

Reclame voor Fiat uit 1939

 Fiat Topolino

Roaring twenties en Eerste Wereldoorlog

Tijdens de Eerste Wereldoorlog werd voornamelijk geproduceerd voor het leger. Na de oorlog werd in 1922 in Lingotto de tweede fabriek geopend. Een hypermodern bedrijf, met vijf verdiepingen en een testbaan op het dak (zie voor plaats bovenaan pagina

). Dit was de grootste autofabriek in Europa. Hij stond onder leiding van Giacomo Mattè Trucco. Daarnaast werden de activiteiten verder uitgebreid naar andere sectoren, zoals treinbouw en elektriciteit. Er werd een smeermiddelenfabriek gebouwd en Fiat opende haar fabriek in Rusland.

Na de oorlog was Fiat al snel weer op de been, door een effectieve kostenbeheersing. Een nieuw model, met vier zitplaatsen, werd gelanceerd: de Fiat 509. Het bedrijf deed veel voor haar personeel op het gebied van scholing, sportclubs en gezondheidszorg.

Jaren dertig en Tweede Wereldoorlog

In Mussolini‘s dagen moest Fiat terugvallen op de eigen Italiaanse markt. In die periode werd veel gedaan aan technologische vernieuwing, en uitbreiding van de activiteiten in luchtvaart en spoorverkeer. Halverwege de jaren 30 kwam Fiat met twee nieuwe modellen, de Ballila en de Topolino. Het laatste model zou bijna 20 jaar in productie blijven, tot 1955. In 1945 overleed topman Agnelli, en werd opgevolgd door Vittorio Valletta. Na de oorlog kon de autoproductie, dankzij het Marshallplan in 1948 weer worden opgepakt. De modellen 500 en 1400 werden uitgebracht, met standaard verwarming en luchtventilatie.

Na de oorlog

In de jaren vijftig werd het eerste dieselmodel uitgebracht, de 1400 diesel. Fiat profiteerde optimaal van de naoorlogse opbouw, en de groeiende behoefte aan betaalbare auto’s. De Fiat 600 met achterin geplaatste motor, in 1957 de nieuwe Fiat 500, vanaf 1960 als Giardinetta, een voorloper van het stationwagon concept.

In de jaren zestig werd volop gebouwd aan uitbreiding van het concern, met fabrieken in voornamelijk Zuid-Italië. Fiat had echter ook te lijden onder sociale onrust en stakingen. Topman Valletta werd in1966 opgevolgd door Giovanni Agnelli jr., de kleinzoon van de oprichter. Onder zijn bewind werden de eerste stappen gezet naar het bouwen van vinnige sportwagens, zoals de Dino, in samenwerking met de toekomstige dochteronderneming Ferrari. Hoewel midden in een oliecrisis waaide een nieuwe, frisse wind door het bedrijf. In 1971 werd de Fiat 127 auto van het jaar. Dit was de eerste voorwielaangedreven Fiat. Tijdens deze beginjaren van de jaren zeventig zag ook de Fiat X1/9 het levenslicht, een sportieve 2 zitter met Italiaans temperament. In de fabrieken werd de trend ingezet naar automatisering van werkzaamheden, om de loonkosten te drukken. Al in 1978 werkte Fiat met robots, in het Robogate systeem.

Fiat Auto S.p.A.

Fiat Auto is momenteel een van de meest innovatieve automerken, met zeer veel patenten. Denk hierbij aan: dubbele bovenliggende nokkenas (Dr. Lampredi), distributieriem (Dr. Lampredi), directe diesel-inspuiting (voor het eerst in Fiat Croma 1987), directe benzine-inspuiting (2005 Fiat Power Train), schakelen zonder koppelingspedaal (f1 ferrari 1987, later in Alfa Romeo en Fiat Stilo) etc.

Fiat Seicento

In 1979 werd de autodivisie van Fiat ondergebracht in een apart bedrijf, waarin de merken Fiat, Abarth, Lancia, Autobianchi en Ferrari samenwerkten. Het bedrijf werd later uitgebreid met de acquisitie van Alfa Romeo (1984) en Maserati (in 1993).

Fiat bracht in de jaren tachtig de modellen Panda, Uno en Tipo uit, in de jaren 90 gevolgd door Tempra, Croma, Cinquecento, Coupé, Punto, Ulysse, Barchetta, Bravo, Brava, Marea en Palio. De Fiat Uno, Tipo, Punto en Bravo werden auto van het jaar. In 1996 werd Agnelli jr. erevoorzitter van de raad van bestuur. Hij werd als CEO opgevolgd door Cesare Romiti. Ter ere van het 100-jarig bestaan in 1999 werd het logo gemoderniseerd. De Fiat Seicento en de Multipla werden als laatste modellen in de 20e eeuw geïntroduceerd. Vooral het laatstgenoemde model werd met gemengde gevoelens ontvangen, vanwege de bijzonder vormgeving, en de drie zitplaatsen voorin.

In de 21e eeuw is Fiat gestart met het moderniseren van de modellenlijn. De Doblo en Stilo werden geïntroduceerd, en de Multipla werd aangepast aan de wensen van het publiek. Ook is de Fiat Idea uitgebracht, waarmee Fiat de markt van compacte MPV’s heeft betreden.

In 2003 bracht Fiat een nieuwe versie van de evergreen Panda uit. Het wagentje werd meteen Auto van het Jaar 2004 en deed het uitzonderlijk goed in de verkooplijsten. De nieuwe Panda is een modern vijfdeurs stadsautootje voor een scherpe prijs. Later werd er ook een 4×4 versie van uitgebracht. Een luxueuzere mini-SUV op basis van de Panda wordt medio 2006 verwacht.

In 2005 deed Fiat opnieuw een poging om een luxe middenklasser uit te brengen. Hiervoor werd de discutabele naam “Croma” weer van stal gehaald. In het Italiaans betekent dit chroom, maar in Nederland doet de naam toch denken aan het pakje braadboter. De wagen is technisch gebaseerd op de Opel Vectra C.

In september 2005 debuteerde de nieuwe Grande Punto op de Autosalon van Genève. Deze auto moest de definitieve comeback betekenen voor Fiat en was dat ook. In het begin van 2006 was het de best verkochte auto in Europa en er zijn er inmiddels al meer dan 850.000 stuks van verkocht.

In 2007 introduceerde Fiat de Bravo als opvolger van de niet bijster goed verkopende Stilo. Het model wordt alleen in 5-deurs uitvoering geleverd. In eerste instantie zou daar nog een stationwagon bij komen, maar deze is inmiddels geschrapt. Overigens introduceerde Fiat op de Bravo ook een nieuw logo. De blauwe achtergrond is vervangen door de kleur rood en de letters zijn meer langgerekt, zoals vroeger. De laurierkrans is verdwenen.

In 2009 kwam Fiat met een facelift voor de succesvolle Punto. Kenmerkend is de deels zwart uitgevoerde bumper met geïntegreerde knipperlichten en de chromen ‘snor’ à la 500. Het interieur ging volledig op de schop en werd een stuk ronder. De Grande Punto bleef naast de Evo leverbaar als instapper. In 2011 werd de Punto opnieuw gefacelift, omdat de Evo over het algemeen niet goed ontvangen werd. De toevoeging ‘Evo’ kwam te vervallen en het model lijkt nu weer wat meer op de oorspronkelijke Grande Punto. Die laatste is nu ook uit productie genomen, al heeft de basis Punto nog wel diens dashboard.

Volgens ACEA (European Automobile Manufactures’ Association) wist de Fiat Groep in 2011 947.786 auto’s in West-Europa te verkopen, een daling van 12.0 % ten opzichte van 2010.

 Fiat Automóveis Brasil 

In 1976 begon Fiat met de productie van de Fiat 147 in Betim, Brazilië. Het model was eigenlijk een Fiat 127, maar dan aangepast voor de Braziliaanse markt. De 147 was de eerste auto die volledig op Ethanol E100 kon rijden. De 147 werd gelijk een groot succes voor Fiat, mede door de vele varianten waarin Fiat de auto leverde. Naast de ‘hatchback’ was er een 2-deurs sedan Oggi, stationwagon (Panorama), pick-up en een bestelbusje (Fiorino). In de jaren ’80 werd het model opgevolgd door de Uno, die onder de naam Mille nog steeds gebouwd wordt. Dit model werd in de jaren ’90 overigens weer opgevolgd door de Fiat Palio.

Gaandeweg werden de Braziliaanse operaties steeds belangrijker voor Fiat en daarmee groeide ook de zelfstandigheid van de Braziliaanse tak, met een eigen ontwikkelingsafdeling tot gevolg. Latere succesvolle Braziliaanse Fiats zijn onder andere de Palio, Strada, Mille en de Fiat Siena.

In de beginjaren van het tweede millennium wist Fiat dan eindelijk het marktleiderschap van Volkswagen over te nemen. Tot op de dag van vandaag is Fiat marktleider in Brazilië en is het qua omvang zelfs thuisland Italië gepasseerd.

Splitsing van Fiat

De aandeelhouders van de Italiaanse Fiat-groep hebben hun goedkeuring verleend aan het splitsen van het bedrijf in september 2010. Op 1 januari 2011 is het concern feitelijk gesplitst in twee aparte ondernemingen, namelijk:

• Fiat SpA: hierin zijn alle autoactiviteiten ongebracht, zoals de automerken Fiat, Ferrari en Maserati, Magneti Marelli, Teksid, Comau en Fiat Powertrain Technologies, een producent vanversnellingsbakken voor auto’s;
• Fiat Industrials: de overige activiteiten waaronder de vrachtwagenfabrikant IVECO en Case New Holland, een belangrijke producent van machines voor de landbouw en bouwsector.
• Fiat Powertrain Technologies (FPT), produceert motoren en versnellingsbakken voor onder meer industriële toepassingen.

Fiat 500 & 126

 

 Fiat 600

 

Fiat-Logo-ab-1901

 

1903 Fiat De basis

 

1906 FIAT, Torino (via Verwey & Lugard, ‘s Hage) – Beynes, Haarlem

fiat 1901-1904

 

1906 FIAT DOUBLE DECKER

 

1907 FIAT 28-40 HP

1911 Fiat 2 F

 

fiat 1904-1921

 

1911-21 Fiat 2 F Omnibus

 

1912 FIAT 15 Ter

 

1912 FIAT 180kkh

 

1913 Fiat 15 ter

1913 fiat-15

 

1913 roda fiat 15 ter 3 gran L205

 

1914 Fiat 18 L

1915 Fiat 18 BL

1915 Fiat 18 BL

 

1915 Fiat 18 foto’s

1915 fiat-18-bl

1916 Fiat 18 BL

1917 Fiat 15 ter Ambulance

1917 FIAT 18 D70 16301-border

 

1918 Fiat 15 ter Ambulance 2

1921 FIAT 15 TER

fiat 1921-1925

 

1925 025

 

1925 FIAT 507

1925 Fiat 603 S

1925-26 Fiat 603 Torpedone

1926 Fiat 507 F BUS

 

1926 Fiat 605 L

 

1926 FIAT sacsa 507-Orlandi – ©Gabriele Mencucci

 

1926 fiat-507

1926 fiat 507 f bus 380

1926 fiat-614 Ambulanza

1928 fiat-614 Brandweervoertuig

 

1928 fiat-621

 

1929 Ambulance Fiat 503 ambulanza Carrozzeria Barbi spa

1929 fiat-413

fiat 1929-1931

1929 fiat-518 minibus-taxi

 1929 fiat-614 Ambulanza ©odkrymca.pl

 

1930 Fiat 621 R

 

1930 Fiat 640

 

1930 FIAT 614

 

1930 fiat-614

 

1931 Fiat 507 Carrozzeria BARBI spa

 

1931 Fiat 635 R

 

fiat1931-1932

 

1934-39 Fiat 656 RN

 

fiat 1932-1938

 

1935 FIAT 621 RN Barbi

1935 FIAT 621 RN Barbi

 

1935 Fiat 621 tetto apribile Carrozzeria BARBI s.p.a.

1935 Fiat 635 Carrozzeria Barbi spa

 

1935 Fiat 635 Carrozzeria Barbi spa

1935 FIAT 635 Rnu

1935 Fiat 656

1935 fiat-635

1935 fiat-635

1935 fiat-635

1935 fiat-635

1935 fiat-635

 

1936 fiat-635 RGL

 

fiat 1938-1959

 

1942 FIAT rimes safal conaraja 4

 

1938 fiat Firebrigade- strange color?!

 

1939 Fiat 626 RNL

 

1939 FIAT 626 RNL

 

1939 Fiat 656

1939 FIAT 656 Rna

 

1939 fiat-626 autoambulanza

 

1939 fiat-626

 

1939 fiat-626 Bus & Pullman

 

1939 fiat-656

1939 fiat-656

1939 fiat-656

 

1939 fiat-656 ©Litigio

1939-45 Fiat 656 RNA-2

1942 FIAT 03348

1942 fiat-401

1942 fiat-413

1943 Fiat 626 nella sede Trentino Trasporti Interporto Roncafort TRENTO

1944 Fiat 626 RNL Aeronautica d’Italia

1944 Fiat 656 Filobus

1945 FIAT 626 RNL Aereonauica d’Italia

#

1946 Fiat 411 Cansa ATAF Firenze Bruno Principe

1946 Fiat 626 RNL Ambrosini & Botta 1958 in Scampolo

1947 FIAT 656 Rn2

1947 Fiat 666 RN

 

1947 Fiat 682

1947 fiat-401

1947 fiat-666

 

1948 FIAT 640 N VF Fire & Rescue © Jonathan

1948 FIAT 666 RN

1948 Fiat 672 RN

1948 FIAT Menarini

 

1948 fiat-401

 

1948 fiat-405

 

1949 Fiat 640 RN

 

1949 Fiat 656F-545 Varesina-Marelli n° 400 dell’ATM di Milano

1949 Fiat 666 Carrozzeria BARBI spa

1949 FIAT 666 Rnu

1949 Fiat 666 RNU

 

1949 Fiat 666 RNU

1949 Fiat 680 RNU

 

1950  FIAT 18979s

fiat 1938-1959

END OF PART ONE !!

Filed Under: ABARTH, ALFA ROMEO, Ambrosini & Botta, AMBULANCES, Autobianchi,BARBI, Busbuilder, BUSES, CANSA, Ferrari, Fiat, FIRE & RESCUE, ITALY, IVECO, Maserati,Menarini, Opel, Orlandi, TAXI, Trolleybuses, Trucks, Varesina-Marelli, VW

Buses Trucks and Ambulance bodybuilders BARTOLETTI Italy

Fiat 612/RN transporter of Maserati Racing Team. (Photo credit: Wikipedia)

Bus and Truck builder Carrozzeria BARTOLETTI- ITALY

1960 Fiat Bartoletti Scarab Team Transporter

The next blog is not alone about buses, but also about trucks. BARTOLETTI is an old Italian company what made the transporters for racecars like Ferrari, Maseratie, Ford, Ecurie Ecosse, Scarab, Alfa Romeo, lamborgini and so on. The trucks they made for transportation this vehicles were famous. Before Bartoletti made this special racecar transporter with FIAT there was already a lot off history in transporting cars from one spot to another. Take a look on the next link to find out: http://8w.forix.com/transporter-nye.html , http://www.montereyspeedandsport.com/album/fiat-bartoletti-transporter/ ,

1955 OM Leoncino Bartoletti GT Bus Factory Photo

1959 Fiat 682 RN2 Ferrari Transporter Formula Race Cars Bartoletti

1960 Fiat Bartoletti Scarab Team Transporter

1960 Fiat Bartoletti Scarab Team Transporter

1960 Fiat Bartoletti Scarab Team Transporter

1960 Fiat Bartoletti Scarab Team Transporter

Alfa Romeo 450 Bartoletti (1950–1954)

Alfa Romeo 900 Bartoletti

Alfa Romeo Mille Bartoletti

Alfa Romeo Mille Bisarca Bartoletti (1963–1964)

 Carrozzeria Bartoletti

Fiat 682-RN2 open deck Ferrari race car transporter Carrozzeria Bartoletti 1960

Fiat 682-RN2 open deck Ferrari race car transporter Carrozzeria Bartoletti 1960

 Fiat 682-RN2 open deck Ferrari race car transporter Carrozzeria Bartoletti 1960

OM 190 van de firma Bartoletti

Le Mans Classis 11 136 Ecurie ECOSSE

 Fiat Bartoletti Race Car Transporter Scuderia Maserati 1957

 Fiat Bartoletti built for the US Scarab team magnetic bran

Fiat 682-RN2 open deck Ferrari race car transporter Carrozzeria Bartoletti 1960

Bartoletti Fiat 1400 ambulanza 1952

Filed Under: Bartoletti, BUSES, Ecurie Ecosse, Ferrari, Fiat, Ford, ITALY, Lamborgini,Maseratie, OM, Scarab

Historic Cars part III

Oude Auto’s III

(eerder geplaatst op 31 augustus 2008) Gisteren ook al zo’n duik in het verleden, met onze tocht door de spijkerbuurt. Ook ons kleine autootje van dat moment kwam langs, ja dat beschilderde dafje 33, All there is over from the car I went 300.000 km’s with, through Marokko,Tunesië, Algeria, Portugal, Spain,

France, Germany, Austria, Italy, Poland, Bulgaria, and so on.

met meer dan 300.000km’s op de teller. Toen is het al begonnen dat Rose en ik met een speciale blik naar oude auto’s kijken. Zelfs nu we al een dikke 4 jaar geen auto meer hebben(inmiddels 8 jaar), blijven onze ogen daarvoor open staan. Laatst op een wandeling met Jesse kwamen we een fantastische Peugeot 404 hatchback injection tegen in Ferrari rood gekleurd, en op de lak na compleet origineel. We hadden toen niet direct onze camera bij ons, maar zijn op zondag

peugeot 404 injection 1972 3 Prachtige Ferrari rood gespoten 2008-06-22

2008-06-22 speciaal weer met camera in die richting gegaan, en ja hoor, de huidige eigenaar was hem net aan het wassen, zie de emmer. We raakten als vanzelf even aan de praat en hoorden dat hij na lang speurwerk nog wat originele strips, e d had kunnen kopen. De man in kwestie was zo trots als een pauw, en dat kan ik me goed voorstellen. Als ik het goed heb is hij nu met deze auto op vakantie.

peugeot 404 injection 1972 3 Prachtige Ferrari rood gespoten 2008-06-22

Tijdens ons gesprekje vertelde de eigenaar dat hij ook nog een old timer peugeot 505 had gekocht. Daar voeg ik ook nog een afbeelding van bij. Persoonlijk ben ik niet rouwig meer dat we ons dit soort hobby’s kunnen veroorloven, want het is ook een soort van leven, en er gaat me naast die dikke portemonnee ook nog krankzinnig veel tijd in zitten.

peugeot 404 injection 1972 3 Prachtige Ferrari rood gespoten 2008-06-22

 

Peugeot 504 cabriolet 2 2008-06-22

 

Peugeot 504 cabriolet 3 2008-06-22

Zo waren we laatst in Arnhem en daar kwamen we deze mooie Austin Cambridge tegen. Op de markt bij de Waag, en de Eusebiuskerk.

Austin Cambridge 3 2008-07-13 Arnhem

 

Austin Cambridge 3 2008-07-13 Arnhem

Fiat 1100

In Schiedam waren we bij een olijfolie distributie handel op 2004-05-12 ook deze Blauwe Fiat 1100 al tegengekomen.

Fiat 1100

 Op een parkeerplaats kwam ik vorig jaar deze Mazda 1800

MAZDA 1800

tegen die nog meer herinneringen terugbracht.

 Dit was de auto die mijn vader had toen ik op mijn verjaardag in 1978 mijn Rijbewijs haalde. Het nummerbord 98-92-PA is me tot op de dag van vandaag bijgebleven. Het was een heerlijke auto, waar ik ook heel veel in gereden heb.

Mazda 1800 sedan UK 1970

 Ook al voor ik mijn rijbewijs had. Een tijd later waren we in Venray een Volvo Kattenrug tegen. Bij

Volvo Kattenrug 2009-07-29

 

Volvo Kattenrug 2009-07-29

navraag bleek dat dit de auto van de burgemeester was, alleen jammer dat we er niet even omheen konden lopen. Zo’n auto heeft een oprijlaan nodig. Wat een prachtige vormen maakten ze toen hé? !! Voor vandaag hou ik het bij deze korte blik in wat we zoal aan moois fotograferen wanneer we onderweg zijn.

Labels: Austin, DAF, Eerder geplaatst, Ferrari, FIAT, Hot, Mazda, Oude Auto’s, Peugeot, Verleden, Volvo