Manje poznati Italijanski proizvodjaci automobila

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Fidia
The next model to use the same chassis and mechanicals was the Fidia, introduced in 1967. This time the chassis was stretched slightly, and a four door saloon body designed by Ghia was added. The spacious interior was well equipped with such things as air conditioning etc.
Around one quarter of the 192 cars produced were fitted with a Ford 5.8 litre V8 instead of the Chevrolet unit. Production ceased in 1975.


Lele
The last version of the Rivolta chassis and mechanicals was the Lele, which, when introduced in 1969, replaced the former car. The wheelbase remained the same for this model, the most significant change being a new body by Bertone. This was a two door 2+2 coupe offering reduced internal space compared to the four seat Rivolta.
Production continued until Iso closed in 1975. The first 125 cars used the Chevrolet engine, the remainder of the approximately 300 cars built having the Ford unit.

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Moretti
Moretti was founded in 1925 by Giovanni Moretti (born 1904 in Reggio Emilia) in order to design and build motorcycles, both of his own design and with agreements with other companies. Using the same engines, he also dabbled in micro-cars from 1928. After constructing various comercial vehicles during the war (a range of electric powered small trucks) and a 5 or 7 seat electric car in 1944, Moretti turned to conventional cars in 1946.
First came the 'Cita', then the 600 and then, in 1953, the 750. Various versions of the latter were built during the 1950s including estates, taxis, berlinas, coupes, single seat racing cars and commercial vehicles. Some competition success was achieved in the 1950's with the 600 and 750 models.
A major shift came in the latter part of the 1950's when they changed from designing and building complete cars to using Fiat mechanicals and chassis'. Despite offering a full range based on the 750 (saloon, coupe, spider, estate and more) they were unable to compete with Fiats 600, which cost almost half the price. Due to the friendship between Moretti and Agnelli an agreement was reached allowing Moretti to use Fiat chassis' for special versions.
In 1957 a coupe based on the 500 appeared at the Turin motorshow, followed shortly afterwards by a 600 spider and a coupe based on the 1300/1500. A huge range of low volume vehicles followed, based on most Fiats (including the 500, 600, 1100, 1300, 1800, 2100, 2300, 850, 126, 127, 128, Campagnola, 132) but also on Alfa Romeos (Giulietta, both the 750 series and the 116) and even Maserati (3500GT).
Some cars were designed by Vignale and Michelotti before Moretti decided to bring design in-house, the first result being the Sportiva (see below).
In 1967 Moretti produced 2,600 cars, in 1973 3,292 but in 1974 only 1,071.
Later, Moretti produced personalised conversions of various Fiats such as the Uno, Panda and Regata. These were mainly open-topped variants where the roof and rear window were removed (replaced by a canvas top) but the sides remained intact up to the roofline. They finally ceased operating in the mid 1980s.


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OSCA
OSCA was set up in December 1947 by the Maserati brothers Ettore, Ernesto and Bindo (Alfieri sadly passed away in 1932) after they had sold their original company (Maserati) to the Orsi family in 1937 (they remained there for 10 years as consultants). Their aim was to produce small capacity competition cars which they did with considerable success, the first car being an open sports car with cycle-wings, the MT4. With further developments an MT4-2AD (twin-cam) won the 1100cc class in the 1950 Mille Miglia as well as numerous other victories.
They also dabbled in Formula One, with normally-aspirated 4.5-litre cars in 1951 and 1952 but with less success. In 1952 they developed a new 1987cc monoposto to meet the revised GP regs which achieved some podium finishes in 1953.
Some cars also made it to the USA where their greatest success was overall victory in the 1954 Sebring 12 hours, the drivers including Stirling Moss ! The car was an MT4 1450.
In the mid-1950s OSCA concentrated on the 1500 class, using a new 1490cc engine, although they also produced the 750S with a 70bhp 750cc twin-cam engine, which scored a class victory at Le Mans in 1958, driven by De Tomaso !
Road cars started to emerge from the factory in 1960, 128 examples of the 1600GT being built until 1963. Bodies were supplied by Touring, Zagato, Fissore, Boneschi and Morelli whilst power came from a twin-cam 1600 four-cylinder unit.
They also worked with Fiat for a time, modifying Fiat 600s, and their engines were used in production Fiats from the late 1950's. The company became part of MV Agusta around 1963 and finally ceased to trade in 1966.


MT4 & TN Types
Emerging in the spring of 1948, the first Osca was called the MT4 for Maserati tipo 4. It was a small open sports car powered by a 1092cc four-cylinder engine which had a compression ratio of 11.5:1 and produced 72bhp @ 6,000rpm. It started winning at Naples that summer driven by Villoresi. The following year the same engine had is capacity increased to 1342cc, the power going up to 90bhp @ 5,500rpm. These cars were a 'siluro' design (ie with exposed wheels covered by bicycle type mudguards).
1950 saw both the above engines getting a new cylinder-head with two camshafts, the car becoming known as the MT4-2AD (or TwinCam). The power outputs went up to 92bhp @ 6,600rpm and 100bhp @ 6,300rpm respectively. The car got a new bodywork with integrated wheelarches, which gradually changed with time. These cars were built from 1950 until 1956, and a small number also received coupé bodies from various carrozzeria including Frua, Michelotti and Vignale.
The capacity was again increased in 1953 when a 1453cc version, with 110bhp @ 6,200rpm, was also produced. The ultimate MT4 had to be the 1491cc version built in small numbers from 1954 to 1957. This utilised twin plugs as well as twin camshafts and produced 120bhp @ 6,300rpm. Externally the cars were basically the same as the smaller engined variants, almost all MT4 cars sharing the same 2200mm wheelbase (only the early sohc cars had a 100mm longer wheelbase).
The logical development of the MT4 saw the birth of the TN in 1955. A revised and modified chassis (the 2200mm wheelbase remained) was fitted with a new 1491cc dohc engine, now with 125bhp @ 6,300rpm. The bodywork followed the same style as the MT4. These cars were only built until 1957, although the engine was also used in some later MT4 cars.



S Type
With the S187, which emerged in 1956, OSCA extended their involvement in motorsport into the 750 class. A complex frame made from small diameter tubes had a 2100mm wheelbase and was fitted with a 749cc dohc engine which produced 70bhp @ 7,500rpm. The body had a very distinctive flat tail, which was compared to a toothpaste tube..... The total empty weight was only 430kg. Drum brakes were fitted on all wheels, the suspension used coil springs and telescopic dampers on all four corners and a solid rear axle was fitted. This car continued to be built until 1958 with a variety of evolving bodystyles. In 1959 a new 746cc engine, with 72bhp @ 7,600rpm, was introduced, and a new body with clamshell front and rear sections was used.
Considering a possible successor to the MT4, in 1956 a Tipo S was fitted with an increased capacity engine. By increasing the bore to 70mm the overall capacity went up to 954cc, and the power to 78bhp @ 7,200rpm. This car won the 1100 class in the 1957 Mille Miglia.
Given this success they went ahead and in 1957 the S273, with a 1092cc engine producing 95bhp @ 7,000rpm, was released. The chassis was basically still that of the 750 car, including the 2100mm wheelbase, and although the empty weight had increased to 480kg it was still 50kg less than the old 1100 MT4.
Two more variants of the S Type were also built towards the end of its career. The S498 of 1949 used a 1995cc engine with 168bhp and then 172bhp and a slightly longer wheelbase (2200mm). The body was significantly lowered, needing a very noticeable bonnet bulge to clear the engine, whilst the suspension was also revised. In 1960 the S-F392 emerged, a standard S Type chassis fitted with the 1600 dohc engine from the 1600GT. Only two examples were constructed.
One of the more noticeable result of the 750 car was a class win at Le Mans in 1958 when the car was driven by De Tomaso.

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G, F2, 2000S and J Types
1951 saw OSCA produce a Grand Prix car, the G Type. This used a 4473cc V12 engine with 330bhp @ 6,200rpm. The two cars were later given sports-car bodies by Frua and Zagato, the former interestingly retaining its central driving position.
In the following year they chose the 2-litre formula, producing a single seat GP car with a 1987cc dohc straight six engine with 170bhp @ 6,500rpm. Two examples were built.
In 1954 they decided to return to sports-cars with the 2000S, a development of the F2. With a straight six 1987cc engine (dimensionally identical to the F2 engine) which had 165bhp @ 6,500rpm, four of the cars produced had bodies by Morelli and one by Frua. The wheelbase was also the same 2250mm as the F2.
From 1959 to 1961 OSCA also produced around 15 Formula Junior cars. Using a chassis inspired by the S-Type these cars were fitted with a modified Fiat 1100 engine, the 1089cc ohv unit producing around 88bhp @ 6,800rpm.


1600GT
Launched in 1960, the 1600GT was the first 'proper' road car to emerge from the company. 128 examples were built until 1963. Bodies were supplied by Touring (2), Zagato (98), Fissore (24 including 3 cabriolets), Boneschi (3) and Morelli (1) whilst power came from a twin-cam 1568cc four-cylinder unit (95bhp @ 6,000rpm). Various levels of competition intent were built, regarding both weight and power output. More powerful engines included the GTV which had 125bhp whilst the GTS had 140bhp @ 7,200rpm, partly thanks to its twin plug ignition. All the cars had a 2250mm wheelbase.

At the 1963 Turin Motorshow OSCA presented a more revised competition version, the 1600SP (below right). This still used the 1568cc dohc engine, the 140bhp twin plug unit being intended. A four-speed gearbox was standard, a six-speed was planned. The tubular chassis was covered by a body from Zagato and the overall empty weight was reduced to a mere 710kg. Only one example was constructed.


1600TC
Shown at the Turin Motorshow of 1964 this was another coupé using Fiat 1600S mechanicals. The chassis used a central beam ('trave centrale' in Italian, hence TC) whilst the body was made from a composite firbe reinforced material. The engine was the normal 1568cc dohc, in this application with 125bhp @ 6,800rpm.
The wheelbase was 2400mm, tracks (front/rear) 1340mm/1320mm, total length 4350mm, width 1590mm, height 1220mm and an empty weight of 840kg.


1050 Coupé and Spider
Also at the Turin Motorshow of 1964 were two smaller cars, a plastic bodied coupé and a metal bodied spider, the latter designed by Touring.
Both cars were powered by the same 1057cc four-cylinder engine with 63bhp @ 5,800rpm.


OSCA-MV Coupé and Spider
Following the purchase of OSCA by MV work continued for a short time on new models. At the Turin Motorshow of 1965 two models were on display, a spider and a coupé, both designed by Zagato. These were both powered by the four-cylinder 1700 engine from the Ford Taunus, with the power output increased to 95bhp @ 5,800rpm. The engine was positioned at the front of the car, whilst the four-speed gearbox and differential were located together at the rear. Independent suspension and disc brakes were fitted all round. The coupé was 4050mm long and weighed 710kg whilst the spider was 3800mm long and weighed 640kg. Manufacturer top speeds were 175km/h for the spider and 180 for the coupé. Production was scheduled to start in the spring of 1966.

2500 GT (Dromos)
In 1999 there emerged a new car with the OSCA badge on the bonnet. The OSCA name had been sold to MV Agusta in 1963 but was resurrected by GMP Automobili srl, the car originally known as the 2500GT then later christened 'Dromos'. Financial backing came from a Japan businessman with Colucci (ex-Abarth), Spada (ex-Zagato designer), Luca Zagato (son of Gianni) and others involved. The car was an all new small (4090mm long, 1150mm high and 1760mm wide) two seat coupé powered by a Subaru 2457cc flat four engine (tuned by STi to give 187bhp) positioned behind the cockpit. The chassis was built by a reborn Touring using their famous superleggera construction with a multitude of small diameter steel tubes. Suspension was by double wishbones all round and the rest of the car followed such competition based trends. An ultra light weight of 680kg (45% front/55% rear) promised more than adequate performance. A single running prototype was built and tested by various magazines in 2001 but nothing more came of the project.

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Qvale
In 1998 Bruce Qvale (an American who, together with his father before him, has been around the fringe of the motor industry for many years) purchased the rights to produce and market De Tomaso cars in all markets except the UK and Italy.
With a significant injection of cash from this new source, the first new product was the Mangusta, originally the De Tomaso Bigua, first shown at the 1996 Geneva Motorshow. Designed by Marcello Gandini it is a front engined (Ford 4.6-litre V8 with 320bhp) rear wheel drive 2+2 convertible. The engine and some other mechanical parts are taken from the Ford Mustang, whilst the panels are made in France. Mechanicals are conventional with double wishbone suspension, Bermbo brakes and Bilstein coil-over units all round.
A new factory at Modena was constructed to build the cars, and they went on sale early in 2000. After that the company broke all links with De Tomaso and was later purchased by the MG Rover Group.

Technical Details
Driveline-longitudinal engine at front with rear wheel drive
Engine-4601cc (90,2x90mm) dohc 32V valve V8 Ford unit with 320bhp @ 6,000rpm
Suspension-front : independent with double wishbones, coil springs and anti-roll bar rear : independent with double wishbones, coil springs and anti-roll bar wheelbase : 2670mm track (front/rear) : 1590mm/1580mm
Brakes-front : ventilated discs (diameter 324mm) with 4-pot Brembo callipers rear : ventilated discs (diameter 310mm) with 4-pot Brembo callipers handbrake operating on the rear via a cable ABS and traction control
Gearbox-5 speed manual
Steering-Rack and pinion with power assistance 3.1 turns lock-to-lock
Kerb weight-1520kg (52% front / 48% rear)

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Serenissima
There began in 1963 the development of a new mid-engined sportscar sponsored by the Venetian Count Volpi di Misurata. The project was run by Sasamotors of Modena and was known as the Jungla GT. The engine and transmission were designed by Alberto Massimino, the former being a 90deg V8 of 2996cc with around 300bhp, the latter a five-speed unit mounted together with the differential. The first car, a coupe designed by Francesco Salomone and built by Gran Sport of Modena, emerged towards the end of 1964. This underwent tests whilst a second car, this time an open-topped version built by Fantuzzi of Modena, was prepared. This car also had the engine capacity increased to 3495cc, giving around 340bhp. This engine was then later transplanted into the original prototype.
Alongside these cars the company dabbled with Formula 1 cars, using chassis' from McLaren and Lola and undertook the development of another V8, this time designed by Jaguar and with three valves per cylinder. This engine was used in a new single seat closed-body sports car which was built by Sport Car of Modena in 1969.
The last car by Serenissima was a road car designed by Ghia and built by Sport Car of Modena. Called the Aghema GT it used the three-valve V8 engine described above with a capacity of 3470cc and a power output of 320bhp @ 7,500rpm.
The Count withdrew from all involvement in automobiles in 1969.

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Siata
Siata (the name comes from Societa Italiana Applicazioni Trasformazioni Automobilistiche) was founded by Georgio Ambrosini in Turin in 1926 to manufacture tuning accessories for Italian (mainly Fiat) cars. Their cylinder heads with overhead valves (for the 500A) were particularly successful, and they also used superchargers for some applications. A few prototypes were built based on the Topolino including some examples of the 500 Gran Sport (1937) which was a spider with a rocket-like body and a 636cc engine. One of these, with a body by Zagato and driven by Piero Dusio (later to found Cisitalia) won its class in the 1936 Mille Miglia. The Monza (coupe) and Pescara (spider) (both 1939) which were capable of 135km/h and 125km/h respectively. In 1939 a small number of cars called the Amica were built. Designed by Bertone and with bodies constructed by Motto, these were available as a Cabriolet or Coupe.
The war saw Siata turn to the production of equipment for the military before the site was totally destroyed by bombing in 1943. Following the war Siata launched an auxiliary engine for bicycles which was an immediate success and at the same time changed the meaning of Siata to Societa Italiana Auto Trasformazioni Accessori. and afterwards production again concentrated on tuning accessories.
In 1949 Siata released the new Amica, followed by the Daina and other road cars (see below). Competition cars were also built, based on both Fiats and their own road cars as well as through co-operation with Abarth. In 1961 the company became Siata Auto SpA. Through the sixties and seventies Siata produced cars based on Fiats. Production stopped in 1970 and they finally succumbed to growing financial problems in 1974 when ORSA purchased the name and all manufacturing rights.


Amica
The Amica '49' (using only the name from the pre-war car) was introduced in 1949. This used a tubular chassis with a body designed by Siata but built by Bertone. The mechanicals came from the Fiat 500B (later from the 500C) including the engine, which was a 569cc four cylinder unit, using the Siata cylinder head, with 22bhp - enough to propel the car to about 100km/h. A Siata 750cc engine with 25bhp was also available. Later came the Amica 51 (in 1951) and then, in 1956, the Amica 56 which used the chassis from the Fiat 600. Some cars were also built for the USA, in which market they used a 721cc Crosley engine.


Daina
Launched in 1950 to complement the smaller Amica, the Daina was a GT car built both as a coupe and a trasformabile (convertible). The bodies of both versions were by Stabilimento Farina whilst the mechanicals were agian from a Fiat, this time the 1400. The engine was a 1393cc unit with 65bhp and a five speed gearbox. In 1951 the Rallye 1400 model modified the bodystyle to be more similar to the MG TD. The range was further increased with the addition of versions with stretched chassis', a limousine with six seats and an estate version.
In 1952 the design was again changed with the release of the Daina Sport, a two seat coupe and the 1400 Gran Sport, a cabriolet. Both versions were again by Farina and used the 1400 mechanicals and engine, but in the Daina Sport the engine was increased to 1500cc and produced 75bhp. A few cars were also built using American engines, including units from Crosley and Chrysler, whilst the last few production cars had bodies by Bertone. Total production was around 200 cars.

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208S
Introduced in 1952 this coupe used the V8 engine from the Fiat 8V together with a body by Stabilimenti Farina (below left). When the latter closed production passed to Carrozzeria Balbo. A spider version was also built, as was a GT saloon with a body by Bertone (below right) and a variant with a Chrysler powerplant. Around 32 examples were built.



Mitzi
Launched in 1954, the Mitzi was a true 'microcar'. It was powered by a rear-mounted air cooled 398cc (62x66mm) two cylinder engine with 10bhp at 4000rpm. Hydraulic brakes, independent suspension (both front and rear) with torsion bars and a four speed gearbox were also present and the Mitzi could achieve 80km/h and consumed only around 4l/100km. The wheelbase was 1700mm with front and rear tracks of 1120mm. Production was undertaken under licence in Argentina.


TS
The Siata TS was a modified version of the Fiat 1500, with twin carburettors it had 94bhp plus a variety of other small changes such as two-tone bodywork etc. Siata also produced a coupe version with a bodywork by Michelotti, produced also in Germany at Fiats Heilbronn factory. In 1964 the TS Coupe gained a 1600 engine (with 106bhp) a new front end with square headlights and some other small design changes.



Spring
Originally a prototype was built using Fiat 500 mechanicals, but this was not well received and so the next development, in 1965, used the 850 as a starting point. Production started in 1967 and continued until 1970, by which time around 3,500 cars had been built.
A two seat convertible car, the Spring had the 843cc engine from the Fiat 850, with 36bhp. Physically, the Spring had a wheelbase of 2027mm and a weight of 720kg. A maximum speed of 125km/h was achievable.
In 1969 the engine was reduced in size to 817cc in order to fall below the size requiring emission control equipment, and a variety of details were added to the cars such as locks, seatbelts and seats incorporating headrests. Changes were made to the rear lights, windscreen, brakes, dashboard and instruments.

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Stanga

The Stanga family (the three brothers were Gianfranco, Sandro and Camillo) was another constructor of small competition cars in the early 1950's. For the 1949 Mille Miglia they prepared a car for themselves using Fiat 500 mechanicals with a Siata cylinder-head. Finishing that race they were motivated to improve their mount for the following year, which comprised a tubular chassis from Gilco, a body by Motto, a Giannini engine and a Siata cylinder-head.
A small number of similar cars were built, generally using the formula of a tubular chassis with a dohc Giannini engine, although the last car they built used the mechanicals from the Fiat 600. Although most of their cars were open two-seaters a few coupés were also built, with the bodies generally by Motto.
The last car they constructed emerged in 1956 after which the brothers went on to compete in other vehicles.

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Stanguellini
Stanguellini were a Modenese family who had long dabbled with 'wheeled vehicles' (although the company was founded in 1879 to produce drums, the musical instruments), from powered tricycles at the beginning of the century (the 20th !!), through a Ceirano, Scat and Fiat and then with motorbikes in the 1920's (Scuderia Stanguellini ran Mignon motorbikes). In 1910 they has also become the first official car dealer in Modena, selling Ceirano and Scat, later Fiat was added to the cars they sold.
Francesco, the founder, died suddenly in 1932 and Vittorio his son, who was only 22 years old, temporarily suspended the motorsport, although he continued to modify cars and engines in his spare time. This break was not to last long, and in 1938 the Squadra Corse Stanguellini was formed. Cars were prepared for the three national classes, the 750 (using the 500 Topolino Barchetta Sport), the 1100 (1100 Barchetta Sport) and the 2800 (2800 Sport Coupe). Other cars were also modified either for their own use or for customers.

Success came quickly, the Squadra Corse Stanguellini winning the Targa Florio overall with a modified 1500 Maserati that year, and taking a class victory in the Mille Miglia wih a 750 Stanguellini. The Tobruk-Tripoli race of 1939 was won overall by a 750 Stanguellini whilst in the 1940 Mille Miglia class victories were taken in both the 750 and 1100 classes. In this period numerous cars were built with varying bodystyles, all in small numbers, designed both by carrozzeria and by Vittorio himself.

After the war the successes were again numerous, starting in 1946 (including the Belgian GP with an 1100) and exploding in 1947 when Stanguellini took no less than 10 outright race wins, 37 class victories and 4 national titles, including beating Ferrari on two occasions. The cars were all using purpose built chassis, but still had (albeit much modified) suspension, transmission, differentials and engines derived from production Fiat units. The engines were producing 36bhp (750), 60bhp (1100) and 80bhp (1500).

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1947 also saw Stanguellini produce their first road car (although it too saw competition), an 1100 coupe with a body built by Bertone and their first twin-cam cylinder-head. This latter was fitted to a (much modified) Fiat 1100 cylinder block and began to be used in competition in the following year. 1949 saw a 1500 single-seater join the berlinettas on the race track.

The first completely new engine developed by Stanguellini, the 750 twin-cam, emerged in 1950. This was fitted to the 750 Sport Bialbero (or twin-cam) with a body designed by Reggiani (although one was built with a body by Scaglietti) and was immediately successful. Numerous national titles absolute and class victories were claimed by Stanguellini in the mid-1950's using this engine, both in the 750 Sport Bialbero and also in the single-seater earlier developed with the 1500 engine. Cars were also entered in Le Mans and other such races, a noteworthy victory being taken in the 1957 Sebring 12 hour race.
1954 saw another road car released, an 1100 berlinetta designed by Scaglione and built by Bertone. Only nine examples were produced. A 1200 Spider followed a few years later.
The next stage of their history began in 1958 when they developed their first Formula Junior car, a single seater first with the 750 twin-cam engine but soon replaced with a sohc 1500 unit. These proved virtually unbeatable until 1962 when the competition (much bigger companies) became too strong. A new Formula Junior car, the Delfino, was developed, but the resources of Stanguellini were too small compared to other competitors and the successes rapidly disappeared. The political problems at home did not help the issue, almost all Italian car companies suffering at this time.
Stanguellini, still with motorsport in his blood, then turned to speed records. 1963 saw them break 6 world records at Monza with a car powered by a single-cylinder 250cc Guzzi engine, the chassis was designed in-house and the body by Scaglione. The following year saw a 1-litre Formula 3 car emerge, but due to a lack of success it soon disappeared again.
A brief attempt was made to build a road-going GT car for the US market, the Momo Mirage (financed by Mr.Momo), but only about four prototypes were made (plus a half-built spider) before the project sank.