Manje poznati Italijanski proizvodjaci automobila

**Sasha** · 29.11.2004, 13:10

ASA

The Turin Motorshow of 1961 saw the unveiling of a prototype car (labelled simply 'Mille') on the Bertone stand, designed by Giugiaro (working for Bertone) with the blessing of Enzo Ferrari (both the engine and chassis were designed at Maranello). Despite attracting positive comments, Ferrari made it known that they would not be producing it, and so on April 1962 was born ASA or Autocostruzione Societa per Azione (in Milano) to produce it. With financial backing by the Oronzo de Nora petroleum company the car entered volume production in 1964, built at the rate of around one per week. Unfortunately a lack of success meant that after only a few years production stopped and ASA disappeared.
1000GT

At the Turin Motorshow of 1962 the ASA 1000 GT was finally revealed in its final form (the lack of the fairings for the headlights being the main difference from the prototype shown one year earlier) and with its true name. The only production variant to appear was a Spider version with a fibreglass body, again designed by Bertone, and first seen in 1963.
Known to some as the 'Ferrarina', the 1000GT was a conventional front engine rear-wheel drive two door coupe with a tubular spaceframe chassis. The body was designed by Bertone, whilst the mechanicals were designed by Giotto Bizzarrini (working for Ferrari). It was powered by a 1032cc dohc engine producing 91bhp and fitted with two twin sidedraught carburettors. Disc brakes were fitted on all four wheels, together with a double wishbone and coil spring front suspension and a live rear axle, also fitted with coil springs. A four speed manual transmission (with overdrive on third and fourth) was fitted.
Production began slowly, with about seven cars built by 1964. At this point Bertone ceased producing the bodies and production went to Ellena (in Torino) until 1967 when Marazzi (in Milano) took over. The chassis' were all produced by Marchesi (who also produced most Ferrari chassis'). A total of 104 chassis' were constructed (allowing the homologation, which required 100 examples, to be completed), but less cars were built, somewhere around 95, before production stopped in 1967. Six Spiders were also built.
In 1963 a single example of a lightweight competition version, the 1000 GTC appeared. This was developed by Bizzarrini (after having left Ferrari) and had the engine (reduced to 995cc to enter the sub-1-litre class) moved back and used a new all aluminium body (constructed by Drogo). Rumoured to be destined for the 24H Le Mans in that year, it vanished from the scene well before that event.
Official competition began in 1965 with two cars entered in the Targa Florio, with 1070cc engines and one car with a fibreglass body. Other competitions that year saw the GTC reappear alongside more 1000GT coupes. At the Paris Motorshow of 1965 the ASA 411 Berlinetta was revealed, being a 1000GT with an aluminium body, a 1092cc engine (104bhp @ 7,500rpm) and new headlights. Four examples were built. In the following year at the Geneva show the ASA 613RB was shown, see below.

**Sasha** · 29.11.2004, 13:11

Technical Details
Engine-1032cc (69x69mm) 4 cylinder ohc compression ratio 9,1:1 2 x Weber 40DCOE twin carburettors 91bhp @ 7,000 rpm
Suspension-front : double wishbones with coil springs plus anti-roll bar rear : rigid axle with coil springs wheelbase : 2200mm track (front/rear) : 1242mm/1252mm
Brakes-discs all round
Transmission-4 speed manual (with overdrive on 3rd and 4th)
Steering-rack and pinion
Kerb weight-910kg

**Sasha** · 29.11.2004, 13:12

613 RB

At the 1966 Geneva Motorshow ASA showed the 'Roll-Bar' or 613 RB. This had a tubular chassis and plastic/composite bodyshell. It was convertible between Spider and Coupe by the removal/addition of a roof panel in the same plastic material. The enine was a 1290cc six-cylinder in-line engine with 124bhp @ 7,000rpm fed by three twin carburettors. A 1755cc (90x69mm) sohc four-cylinder engine (150bhp @ 7,000rpm) was also available, for the US market. A five-speed tansmission was fitted, as were disc brakes on all four wheels. Although only 3 613RB's were built, one competed at Le Mans in 1966.

**Sasha** · 29.11.2004, 13:18

Bandini

The son of a farmer, Ilario Bandini trained as a mechanic before setting up his own workshop in 1938 at Forli. He became involved in motorsport, including entering the 1940 Mille Miglia and 1947 saw his first car emerge, using a tubular chassis with a tuned Fiat 1100 engine and an aluminium body by Motto. A second, similar car, received a twin-cam cylinder head (a cut Alfa Romeo 1900 unit) whilst a third car had a body constructed by Bandini himself. Following these three 1100's, in 1952, he began to construct cars for the 750 class, where most of his successes were achieved.
These cars used a tubular chassis and were powered by a Crosley sohc engine, modified by Bandini. Most of the cars were also fitted with a body constructed in-house (the first four had bodies by Motto). With this vehicle the successes were limited, but the adoption of a dohc cylinder-head later that year significantly improved things. Around this time he also made one car with a 1500 engine, actually a Fiat 1400 unit modified by Siata. In 1954 he also entered into the world of single-seaters with a 750cc Formula 3 car. In 1957 he moved location (still around Forl?) and developed a new twin-cam cylinder-head, with which his 747cc engine produced 68bhp @ 8,500rpm.

An interesting coupé, the body being built by Zagato, emerged in 1957, but despite being planned for the Mille Miglia no such car was entered and the sole example was exported to the USA. 1958 saw the engines having their capacity increased to 850cc to meet the new regulations. Bandini developed a completely new engine which no longer used the Crosley bottom-end and a new style of bodywork.
1960 saw a 1100 Formula Junior car being developed, using a modified Fiat 1100 powerplant, whilst the 'sport' class limit was again increased, this time to 1000cc. The result was a development of the 850 engine, a 987cc (68x68mm) dohc with 89bhp, later increasing to 98bhp. In 1962 this engine was also used in a new, for the first time rear-engined, car, a vehicle which also saw disc brakes being introduced. This trend continued, and in 1965 another rear-engined car, with an all new chassis, an all new (all aluminium) 996cc engine and disc brakes on all four wheels was built. A third 1000SP rear engined prototype was also built in the late 1960's, as was a very pretty coup? with a body by Corna.
From the early 1960's Bandini practically ceased to produce cars for clients but continued to develop and build one-offs for the prototype classes in Italy (exports to the US ceased in 1964). Sixteen valve cylinder heads and fuel injection were tried, up to the late 1980's when his (originally Fiat 128 based) 1300 dohc 16V also received a turbocharger (in 1-litre form).
Through the years Bandini cars were also frequently modified by their owners, and were known to have used both Giannini and Ford Anglia engines as well as having significant changes made to the bodywork. A large number of the cars exported to the US were sent without engines, various units being fitted upon arrival.

**Sasha** · 29.11.2004, 13:20

**Sasha** · 29.11.2004, 13:24

Bizzarrini

With a background at Ferrari, Alfa Romeo and Iso (plus his first car which was a sport coupe based on a second-hand Fiat 500B in 1949), Giotto Bizzarrini was a talented and experienced engineer. In the early 1960's he decided to design and build his own car, at Livorno. The A3C GT Strada emerged in 1963, entering production in 1965. Later cars were badged Bizzarrini Grifo and later (most of them) 5300 GT. A smaller version was presented in 1966, powered by a 1481cc Fiat four cylinder engine (around 5 built) followed by the 'Europa', the same car powered by a 1897cc Opel unit (around 15 built). By 1969 Bizzarrini has succumbed to that Italian Motor Industry devil, financial problems.
Occasionally the name has been revived for a concept car or prototype, but as yet no production has resulted.

P538
This was a rear-engined competition car which first appeared in the 1966. The powerplant was a 4000cc Lamborghini V12 (450bhp @ 10,000rpm) coupled to a ZF 5-speed 'box. The glass-fibre body was bonded to the steel chassis whilst independent suspension was used all round as were disc brakes (those at the rear inboard). The fuel tanks were located in the sills.
The wheelbase was 2500mm, the tracks (front/rear) were 1481mm/1486mm, the overall height was a mere 970mm and the weight 700kg.
A3C / 5300 GT Strada
The Grifo A3, later known as the 5300 GT Strada, was released at the 1963 Turin Motorshow and borrowed heavily from Bizzarini's then most recent creation, the Iso Grifo. A similar suspension layout, including de Dion rear setup, was accompanied by a similar (albeit more highly tuned) 5358cc Chevrolet V8 pushrod engine, now producing 365bhp. This drove through a strengthened four speed manual gearbox and a limited-slip differential, whilst four disc brakes provided the retardation. The steel platform chassis was clothed in an alloy body, designed by Bertone. Accomodation for two was provided in the cockpit, as was a small luggage compartment. Production ran from 1964 to 1968, with a total of 133 examples being produced.

**Sasha** · 29.11.2004, 13:28

Technical Details
Engine-5358cc (101.6x82.5mm) V8 with 365bhp @ 5,800rpm
Suspension-front : independent with anti-roll bar rear : de Dion with anti-roll bar wheelbase : 2450mm track (front/rear) : 1420mm/1430mm
Brakes-discs all round with servo assistance
Transmission-4 speed manual
Steering-recirculating ball
Kerb weight-1200kg
Performance-0-100km/h : 6.7sec 100-0km/h : 57m max speed : 260km/h standing km : 25.9sec

1300 Barchetta
This was a two-seat racecar designed by the son of the famous engineer Bizzarrini. Shown at the Turin Motorshow in 1972 it was fitted with a 1300 engine derived from the Fiat 128 unit (with 135bhp @ 8,000rpm). A five-speed Colotti gearbox and glassfibre bodywork were also featured. The chassis was modified from that of the 1900GT Europa. A top speed of 220km/h was claimed.

2001
This was a concept car which appeared in the 1990's. It was based on the Ferrari Testarossa, including the latters flat-12 engine. Only one example was built and nothing more came of the project.

Bebi
At the 2000 Turin Motorshow the Bizzarrini stand was showing a prototype of a new model. The Bebi is an ultalightweight (390kg) motorbike powered (175bhp) two seater. The chassis is a tubular frame whilst the engine is positioned at the rear, as can be seen in the photo below.

**Sasha** · 29.11.2004, 13:33

Cisitalia

Cisitalia (the name comes from Consorzio Industriale Sportive Italia) was founded at Turin in 1946 by Piero Dusio, an ex-footballer who had become a rich industrialist through the success of his own firm, CISI (textiles, banks, sports goods, hotels).
He was an amateur race driver in the 1930s (driving Alfa Romeos) who decided to build his own cars after the Second World War. His idea was to create a race series using his to be cheap single seaters, with mainly Fiat parts (1100 engine and 500 suspension).
Ex-Fiat personnel were employed - Giacosa and Savonuzzi for engineering, Taruffi to manage the team and later Porsche and von Eberhorst for further technical work. The result was the D46, later forming the basis for the 202 road car.
Later Cisitalia went on to develop a mid-engined, four wheel drive formula one car, designed by Ferry Porsche. This used a 1.5-litre flat-12 supercharged engine with 450bhp ! This project, along with others including a large five seater car and a tractor, ultimately caused the financial downfall of the company, which entered receivership in 1949. It continued to produce and develop cars until about 1952.
The Formula One project was separated from the rest of the company and transferred to Argentina where it continued development for some time under the name of Societa Autocar.

D46
1946 saw the first car, the D46 completed. Designed by Giacosa it used a Fiat 1090cc engine with 65bhp, a tubular chassis and a three-speed semi-automatic transmission, the latter also designed by Giacosa. Aluminium drum brakes were fitted to all four wheels. The bodywork was in aluminium and made by Motto. With a wheelbase of 2008mm and tracks of 1220mm/1120mm (front/rear) it had a total weight of 350kg. Such a light weight enabled the D46 to reach over 170km/h.
This won its first race at Turin in Spetember 1946 (and also came second, third and fifth), and some backing was found for a one make series. This, however, did not last long before collapsing. Despite this several cars were sold and used by a variety of people in racing. About 40 cars built during 1946 and 47.

**Sasha** · 29.11.2004, 13:37

202
The 202 was a coupe based on the D46 racecar spaceframe chassis. Suspension was basically Fiat 1100 parts, with a transverse leaf spring and lower wishbones at the front, with a live axle and longitudinal leaf springs at the rear. The engine was still the 1100 (1089cc) unit, but with various modifications (including two twin Webers and help from Carlo Abarth) it produced 60bhp. Combined with a kerb weight of around 760kg the car was endowed with good performance. The body, a two seater coupe, was originally designed by Pinin Farina. It was reworked by Vignale (with only small detail changes being made such as a single piece windscreen, revised grille and larger bumpers) who then produced the production bodies.
Released to the world at the Italian Grand Prix in 1947, it immediately gained much admiration for its styling - including being displayed in the New York Museum of Modern Art.
1947 also saw the 202 MM (Mille Miglia) released. Designed by Vignale at Stabilimento Farina, it was a competition version of the standard car and led the Mille Miglia in that year (driven by Nuvolari) until problems forced him into second place (behind an 8C2900 Alfa Romeo !). Visually identifiable by having two small 'aeroscreens' and fins on the rear wings. It was popularly known as the 202 MM 'Nuvolari' after his Mille Miglia drive.
Spider variants were also made, designed by Vignale and called the 202SC they were built by various carozzeria with small detail differences. The coupe was known as the Gran Sport and was built from 1947 to 1952. Production was around 153 cars.

Technical Details
Engine-1089cc (68x75mm) in-line four with 60bhp@5500rpm
Suspension- front : independent with lower wishbones, transverse leaf spring and telescopic dampers rear : live axle with leaf springs wheelbase : 2400mm track (front/rear) : 1258mm/1247mm
Brakes-drums all round
Transmission-4 speed manual
Steering-worm and roller
Empty weight-765kg

202D
The last GT cars built by Cisitalia, only five examples of the 202D were built between 1952 and 1955. Developed by Savonuzzi the first example was a coupe constructed in aluminium by Stabilimenti Farina. It was powered by a 2772cc in-line four cylinder BPM engine, derived from their maritime motors and produced 160bhp @ 5,300rpm. The front suspension was independent whilst the rear used a modified Lancia Aurelia B20 GT de Dion setup. For the Mille Miglia that year a competition version was produced, with two twin carburettors, 180bhp and various other changes such as no bumpers. The wheelbase was 2,450mm whilst the empty weight was 850kg. A four speed gearbox was fitted, as were disc brakes on all four wheels. It was going well until the clutch disc gave way and Dusio (who was driving) was forced to retire.
The new car was first shown at the 1952 Geneva Motorshow and in total three coupes and two spiders were built, powered by BPM engines of either 2.8 or 2-litres. Each example has minor detail differences from the others, two are known to be still in existence.

**Sasha** · 29.11.2004, 13:40

303 DF
Built from 1951 to 1953, still using the 1089cc engine.

The last cars
Following the 202D Cisitalia went down the same route as many other small manufacturers and began building cars based more completely on Fiat mechanicals. These included a 1900 based coupé and a 70bhp version of the Fiat 1100. Around 100 were built of the latter, as well as a Volvo engined variant. From 1961 to 1965 the last model, the Coupé Tourism Special rolled off the production line in small numbers. This was basically a rebodied Fiat 600 fitted with 750cc and 850cc engines.

**Sasha** · 29.11.2004, 13:47

Colli

Another family firm in Milan, this one was formed by Giuseppe Colli in 1931 and included his four sons, Mario, Candido, Beniamino and Tarcisio. The father and Beniamino had learnt their profession at the Touring factory nearby, and working with aluminium became their speciality, which inevitably led to a predominance of sporting models and those destined for competition. This speciality really first took off in the pre-war years when the National Sport category in racing became more popular, this allowing almost complete freedom in the body used on mass-production homologated cars. Initial vehicles used Fiat 1100 mechanicals and chassis', but various others were also utilised including the Fiat 500, Lancia Astura and Aprilia.
After being a component supplier to the aviation industry during the war, they soon returned to sportscars after the conflict ended. The relationship which had built up before the war between Colli and Roselli, Volpini and Tinarelli continued and led to the production of a variety of cars with Colli bodies, including an unusual Fiat Maserati 1500 which had a Maserati six-cylinder engine fitted to a Fiat 1100 chassis, all clothed in a Colli body. Other models produced in the early post-war years included a couple of Alfa Romeo 2500SS cars, various Aprilia based cars and for the 1947 Villa d'Este a Fiat 500 barchetta with a Gilco chassis. Other people who worked with the company included Ermini, De Sauge, Dagrada, Pagani and Speluzzi. As well as the competition cars, some more conventional road cars were also produced, including a very pretty all-aluminium coupe built on both the Fiat 1100B and Fiat 1500D chassis.
Production continued of one-off cars for various clients, but the death of Roselli and the increasing availability of competitive sports cars saw the workload at Colli reducing. Notable in these years was the production of a successful powerboat, various BMW powered cars and some Formula 3 cars.
In 1952 they became an official coachbuilder for Alfa Romeo and built various cars for them, including amongst others the 3000CM coupé and spider and a single variant of the 2000 Disco Volante. Generally, however, they turned more to specially equipped vehicles (than competition cars), mainly for the security forces. The 1900 ti was produced for the Police in both an armoured version with a Webasto sunroof and a four-door cabriolet, whilst a Fiat 1900 cabriolet was also built. Limousine versions were also built of both the Giulietta and the 1900, as well as a four seater 1900 Sprint which was displayed at motorshows in 1953. Finally they were responsible for producing a series of Giulia estate cars (the Promiscua) both for the police and for civil sales.
During the 'Alfa' years, a few other cars continued to be built, including a small number of Panhard based cars which used a styling similar to the Disco Volante. In 1955 they also constructed the shortlived Arzani-Volpini F1 car which used a twin-supercharged Maserati 1500 four-cylinder engine.
The company finally closed in 1972.

**Sasha** · 29.11.2004, 13:51

Cizeta
In the supercar boom of the late 1980's, Claudio Zampolli, an Italian Ferrari dealer living in Los Angeles, decided there was room for anoother player. With financial backing from Giorgio Moroder (of music fame) Cizeta Automobili srl was formed at Modena. Only a few of their one and only car, the Cizeta-Moroder V16T, were produced before the market collapsed and the company followed suit.
V16 T
Launched in 1989, the V16T was backed by some impressive names, the body being designed by Marcello Gandini and the engine by Tecnostyle. The latter was the showpiece of the car, a 5995cc sixteen cylinder unit with twin-cams on each bank of cylinders. Producing 560bhp it was mounted in a conventional position, behind the occupants, but unconventionally used a transverse layout. It drove the 13 inch wide rear wheels through a five speed ZF transmission. The suspension consisted of double wishbones and coil springs all round, accompanied by disc brakes. The aluminium bodywork was fitted over the tubular steel spaceframe. A top speed of 328km/h was claimed.
The first car was delivered in 1991 before the company disappeared in around 1993. Somewhere around 11 cars were produced.
Technical Details
Engine-5995cc 90deg V16 64v dohc (per bank) with 560bhp @ 8,000rpm
Suspension-front : double wishbones and coil springs rear : double wishbones and coil springs, twin dampers tyres : front 245/40 ZR17, rear 335/35 ZR17
Brakes-ventilated discs all round with servo assistance
Transmission-5 speed manual
Steering-rack and pinion with power assistance
Weight-1,700kg

**Sasha** · 29.11.2004, 14:35

Iso

Before the second world war, Renzo Rivolta had built up a succssful company, Isothermos, building refrigerators. The 1940s saw him turn his hand to scooters, keeping the well known Iso name. From this they progressed to the Isetta, a 236cc bike engine powered bubble car. This was built from 1953 to 55 (although licence production in other countries continued until 1964).
There was a delay before the next car arrived, and when it did it was a very different beast. The Rivolta was a two door, four seat rear-wheel drive saloon, powered by a 5359cc Chevrolet V8 ohv engine. This set the trend for future Iso's, with a chassis design by Bizzarrini, bodywork design by Bertone and the big Chevrolet engine.
Shortly afterwards the Grifo emerged from Iso's Milan factory. This used a similar engine and chassis to the Rivolta in a new two seat coupe body. The Fidia, which was introduced in 1967, was a four door, four seat saloon, still based on a similar combination of chassis and engine. The last production car from Iso was the Lele, a 2+2 coupe replacement for the Rivolta, still with basically the same engine and chassis.
In 1966 Renzo Rivolta, the man behind the company, passed away and his son Piero took control. The company made an ill-judged move into Formula One with Frank Williams and at about the same time the oil crisis hit. The combination of these events saw the closure of Iso in 1975.

**Sasha** · 29.11.2004, 14:39

Rivolta
Introduced at the Turin Motorshow in 1962, the Rivolta was one of the early examples of Detroit meets Italy, with a front mounted Chevrolet 5358cc (101.6x82.55mm) ohv V8 driving the rear wheels through either an automatic transmission (also from Chevrolet) or a four speed manual from ZF and a bodywork designed and built by Bertone. The actual designer was Giugiaro whilst he was working for the latter company.
A separate boxed steel platform chassis frame was used, fitted with wishbones at the front and a de Dion layout at the back. Coil springs, hydraulic dampers and disc brakes (inboard at the rear) were to be found an all corners. The wheelbase was 2700mm whilst both the front and rear tracks were 1410mm and the empty weight was 1520kg.
Two versions, the IR300 and IR340, were built, the 300 and 340 referring to the power output of the engine, although various options were available, including a 365bhp version using an engine tuned in Italy and even a a four carburettor setup with 400bhp. A five speed transmission also became available during the cars production life. A total of 797 examples were built up until 1970 when production stopped.
It was available in white, grey (m), green (m), two blues, gold (m) and two reds (one m), those with (m) indicating metallic. The latter was an extra cost option, as were a leather interior, an electric sunroof, wirespoke wheels, wooden steering wheel (by Nardi) and air conditioning. Electric windows were standard.

Grifo
Based heavily on the Rivolta, the Grifo was introduced in 1963 as the A3L. It used a slightly shorter wheelbase fitted with the same suspension, brakes, engines and transmissions, but clothed in an all new two door coupe body. The design was again by Bertone, but much more distinctive.
Over the years the Grifo was fitted with ever larger and more powerful versions of the Chevrolet engine, the ultimate 'Can Am' version using a 7.5 unit with nearly 400bhp (24 were built). A mild cosmetic facelift was also carried out in 1971 when the front became much lower (and supposedly more aerodynamic), and incorporated pop-up lights. Apart from the remodelled front, the only significant body variant was the targa version, of which only 17 were built. A Spider version was shown by Bertone at the 1964 Geneva Motorshow, but nothing came of the project. The last 37 cars used a 5.8-litre Ford engine.
Production continued until 1975 by which year Iso had built a total of 412 Grifo's.
To summarise, the engines used were :
5359cc (101.6x82.55mm) V8 with 300bhp @ 5,000rpm (later 350bhp @ 5,800rpm)
6998cc (107.95x95.5mm) V8 with 400bhp @ 5,200rpm
7443cc (107.95x101.6mm) V8 with 395bhp @ 4,800rpm (Can Am)
5733cc (101.6x88.39mm) V8 with 304bhp @ 4,800rpm (IR8)
The wheelbase remained constant at 2500mm, front and rear tracks at 1410mm. Braking was by discs all round, whilst the suspension employed an independent front setup and a de Dion layout at the back.

Manje poznati Italijanski proizvodjaci automobila

Manje poznati Italijanski proizvodjaci automobila

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