09 - Auto Museum

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Intro

Back 1

SECOND FLOOR
This floor is where the visit starts. 21 rooms, over an area of 3,600 square metres, tell how the car was born, was developed and became popular, keeping pace with the evolution of the 20th century. The itinerary is circular and takes visitors from the Library in “Genesis”, the first room, where information about the origin of locomotion is given and homage is paid to the many ingenious precursors of the mechanical engine, to the “Destiny” room, the last on this floor. Here, an attempt is made to get us to imagine the world we will find ourselves living in tomorrow. In between, there are nineteen other rooms telling the story of the twentieth century, taking in Futurism, the First World War, the advent of the utilitarian car, the Italian school of body work, the discovery of aerodynamics, female emancipation, the race towards mass production, the fall of the Berlin Wall, American advertising slogans, consumerism and ecology. It’s a story with many different threads, the guiding principle being to make us understand how far the motor car influenced, conditioned and favoured the most distinctive historical, economic, artistic and social events of the last century.

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Genesis

Back 2

A homage to the many precursors who, over the last five centuries, have searched for a way to move and transport people and goods, that was not tied to the physical strength of animals. On the shelves of the large Genesis library there are some of the thousands of ideas that have preceded and, in some cases, made possible the advent of the real motor car (or rather, of an object that could move on its own), which would make its appearance at the end of the nineteenth century.

Vehicles on display: self-propelled wagon imagined by Leonardo da Vinci nel 1478 (reconstruction); Carro di Cugnot (Francia 1769).

Front 3

Horse power becomes a ghost

Back 3

Steam was the main driving force in the nineteenth century industrial revolution and it is thanks to the steam engine that the carriages of the eighteenth and nineteenth centuries, which had enabled the creation of a considerable communications network between the largest European cities and within the countries themselves, were gradually accompanied by horsepower, while all the time maintaining their appearance intact. But this would soon change completely.

Vehicles on display: Carrozza di Bordino (Italia 1854).

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At top speed

Back 4

It was soon realised that the shape of carriages could not easily be combined with speed, and we were soon to see the dawn of a new century. New shapes, such as the torpedo shape, were devised, and unheard-of speeds were reached – even over 100 km per hour, like the record set by the Belgian Camille Jenatzy’s Jamais Contente (the “hard to please” car) on 29th April 1899. Speed came to be a part of life, altered the concept of space, time and distance and changed relationships between people, exchanges of ideas, and trade.

Vehicles on display: la “Jamais Contente”, made by Belgian Camille Jenatzy (reconstruction).

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The great garage of the future

Back 5

We are in a large garage-workshop at the beginning of the twentieth century, maybe in Turin or maybe in Germany, France or Great Britain. Top-level workers, very fine artisans, clever designers, mechanics, drivers, test-drivers and businessmen worked side by side on the motor car - the object that embodied the future, progress and novelty. At the back of the room was a laboratory, “the magician’s workshop”, for designs, projects, tools, various parts and layouts.

Vehicles on display: Benz Victoria (Germania 1893), Peugeot Tipo 3 (Francia 1892), Bernardi 3,5 HP (Italia1896), Benz 8 HPBreak (Germania 1899), De Dion & Bouton 8 HP (Francia 1903), Panhard Levassor B1 (Francia 1899), Renault 3,5 HP (Francia 1899), Ceirano 5 HP (Italia 1901), Darracq 9,5 HP (Francia 1902), Florentia 10 HP (Italia 1903), Oldsmobile Curved Dash (Stati Uniti 1904), Fiat 4 HP (Italia 1899), Fiat 8 HP (Italia 1901), Fiat 12/16 HP(Italia 1902), Fiat 16/20 HP turismo (Italia 1903).

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mechanical fervour in the 20th century

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The large, colourful image that makes up the backdrop is reminiscent of the works of futurism, a revolutionary artistic and cultural movement that came into being in Italy in the early twentieth century. Symbols of this movement, which reached out to the future, progress and modernity, were the automobile, the aeroplane, the motorcycle and the thrill of speed (“a motor car racing is more beautiful that the Victory of Samothrace”) - the taste for risk and danger. It was one of the rare moments when art and industry blended harmoniously.

Vehicles on display: Fiat 24/32 HP (Italia 1905), Fiat 24/40 HP (Italia 1906), Fiat Zero (Italia 1912), Brixia Zust 10 HP (Italia 1908), Stae elettrica (Italia 1909), Legnano A 6/8 HP (Italia 1908), De Dion & Bouton BG (Francia 1907), la Fiat landaulet 18/24 HP belonged to Count Biscaretti (Italia 1908), the 1914 Alfa Romeo Ricotti silhouette (reconstruction).

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right to the centre of the world

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The motor car became the means with which one could measure oneself against the impossible; in 1907 the idea was launched for an expedition to cross Asia and Europe, from Peking to Paris, over lands where there were no roads nor possibilities for refuelling. That modern Marco Polo, the Italian Itala, completed the incredible journey in 60 days of travelling, surpassing all the other vehicles taking part. For the motor car industry, the Italian car was a triumph.

Vehicles on display: Itala 35/45 HP “Pechino-Parigi” (Italia 1907).

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Motor car luxury

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The beautiful, desirable automobile was in these years a very luxurious and very costly item, affordable by the very people apart from aristocrats and reigning monarchs. Cars were very expensive to buy and very expensive to maintain. They were real travelling drawing rooms: some of them even had flower vases. And the “showcases” for cars, that is, the first Motor Shows, organized in Paris, London, Turin, Milan and in all the major European cities, were very splendid.

Vehicles on display: Isotta Fraschini AN 20-30 HP (Italia 1909), Delage AB-8 (Francia 1913), Itala 35/45 HP “Palombella” (Italia 1909).

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war shuffles the cards

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The First World War caused civil motor car production to come to a halt, but at the same time it led to a great acceleration in the spread of the internal combustion engine. Troops were motorized, and in the shows of force between states, technology also came into the field. The bright, triumphant, futuristic colours of just a few years before became muted in dull black and white, signifying the death and destruction that every war brings with it.

Vehicles on display: Renault AG- Fiacre Paris (Francia 1910), Fiat 4 (Italia 1911).

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the crazy twenties and thirties

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War had been left behind and life had never been so good for those lucky enough to belong to “high society”. A taste for modernity spread; they danced to the rhythm of the Charleston and jazz became fashionable. Art Nouveau style evolved into Art Deco, ladies’ skirts got shorter, and female shapes established themselves in the most disparate fields including those traditionally reserved to men, like aviation and cars. These were the Roaring Twenties and the crazy 1930s.

Vehicles on display: Rolls Royce 40-50 HP (Gran Bretagna 1914), Isotta Fraschini 8 (Italia 1920), Isotta Fraschini 8A (Italia 1929), Spa 23 S (Italia 1922), Diatto 30 (Italia 1925), Citroen C3-5CV (Francia 1922).

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aerodynamics

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For the first time in the design of mass-produced cars, one science, which had up to that time been an accessory of aeronautics, started to be taken into account. This was aerodynamics, the study of the behaviour of the air when penetrated by moving bodies. With this science, performance and road holding were improved, and the line of the car revolutionised, as we see in the many models that almost “flew” through the town sky, designed by the aeronautical engineer, Gabriel Voisin.

Vehicles on display: Lancia Aprilia (Italia 1948).

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all change

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The gilded world of the jet-set, of the great European entrepreneurial aristocracy, of luxury cruise liners and sumptuous banquets, was about to be turned upside down by a set of events that would affect the whole of society, starting with the grave economic crisis triggered off by the collapse of the American Stock Exchange in October 1929, and extending up to the second world war ten years later. New figures appeared on the political scene, new cars were put on the market in a world where the old and the new had a turbulent coexistence.

Vehicles on display: Mercedes Benz 500 K (Germania 1936), Fiat 508 “Balilla” (Italia 1932), Austin Seven (Gran Bretagna 1932), Packard Super-Eight 1501 (Stati Uniti 1937), Citroen 11 CV “Traction Avant” (Francia 1934), Fiat 500 (Italia 1936), Ford Jeep (Stati Uniti 1941).

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the italian revolution

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The reconstruction of Italy began with creativity and skill in designing. In spite of the huge problems we were left with after the Second World War, the car industry in Italy got back on track thanks to industrialists, engineers, designers and mechanics who started again almost from nothing. The art of creating car bodywork went through one of its most fertile periods, so that it became a “school” and dictated the law to world car design, as the two vehicles on display demonstrate.

Vehicles on display: Cisitalia 202 (Italia 1948), Fiat Turbina (Italia 1954).

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the french revolution

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At the 1957 Milan Triennale exhibition, a showcase for world design, visitors were greeted by a sort of space module suspended in the air. This was the revolutionary Citroen DS (Déesse) presented at the Paris Motor Show two years previously and from then on taking centre stage in car construction because of its extraordinary features that made it different from any other car in production and that caused it to seem at least ten years ahead of its time.

Vehicles on display: Citroen DS 19 (Francia 1955).

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the years of recovery

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The first, timid signs of wellbeing started to spread in Italy. The Fiat 600, here in the Multipla version, the first mass-produced monovolume car in the world, gave mobility to classes of the population who had hitherto been excluded from it: this was the Italian Ford Model T, forty years on. The first “August outings” started up – mass migrations towards the beaches in the weeks of summer heat. These were also the years of the Giulietta Sprint - not a car for the masses, certainly, but a symbol of beautiful Italian line.

Vehicles on display: Fiat Multipla 1955 reiew by IDEA Institute (1995), Alfa Romeo Giulietta Sprint (Italia 1954).

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david and goliath

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American style against European style, or vehicles with overloaded, Baroque lines, with very high consumption needing wide, open parking spaces, against small cars designed to cost very little, consume less, be extremely useful and allow populations exhausted by five years of war to start to live again. There could be no more blatant contrast between American designs and European ones at the end of the Fifties, as the vehicles on display tangibly demonstrate.

Vehicles on display: Acma Vespa 400 (Francia 1958); Cadillac 62 (Stati Uniti, 1947); silhouette reconstruction of Cadillac Eldorado and della Chevrolet Impala.

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happines arrives

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This is the happiness of consumerism: two showcases, inspired by those of the famous “Rinascente” Italian department store chain, offer items from the “economic boom” years (1958-1963) that finally became affordable to many, if not to all. The first electric household appliances - washing machines and fridges - arrived, television became popular and advertising got to be an integral part of our daily lives; Polaroid photos abounded .... we are moving into the modern age.

Vehicles on display: Fiat 1900 B Gran Luce (Italia 1958), Fiat 600 (Italia 1955), Fiat 500 (Italia 1962), Morris Mini (Gran Bretagna 1969), Jaguar E 4.2 (Gran Bretagna 1969).

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youth conquers the world

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Not the world, perhaps, but youth certainly conquered a different awareness of itself. The world of young people became a world apart, light years away from the adult world, with its own rites, utopias, dreams, aspirations and languages. And also cars: the Citroen 2CV and the Volkswagen Transporter became universal symbols of freedom and lack of prejudice, adventure and non-conformity. These were the years of the flower people, who sang along with the “Giganti” “Put flowers in your cannons”.

Vehicles on display: Citroen 2 CV (1948); Volkswagen Transporter Bulli (Germania, 1949).

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new trends in europe and in the world

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The oil crisis of the early years of the 1970s, which, in Italy, was addressed with the solution of “pedestrian Sundays”, but without a serious, responsible energy policy, hit a world that until that time had lived as if oil were inexhaustible. And so on the one hand, we had the glamour of extraordinary, classy Italian cars while, on the other, fuel shortages upset whole sectors, such as the large-scale retail sector, linked industries, tourism and show-business.

Vehicles on display: Iso Rivolta Lele F (Italia 1972), Ferrari 308 GTB Carburatori (Italia 1980), NSU Ro 80 (Germania 1966).

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good bye lenin

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We’re at Checkpoint Charlie, the famous border post leading from East to West Berlin at the time of the Berlin Wall, separating the free, democratic Western world from the Soviet-style totalitarian regimes. On the one side, therefore, were small cars like Trabants and Syrenas, two small utilitarian vehicles of the Eastern bloc with an antiquated design and, on the other, one of the jewels of Western capitalism, the red Ferrari. The fall of the Wall on 9th November 1989 finally reunified the German capital.

Vehicles on display: Ferrari 365 GT4 (Italia 1973), Trabant 601(Germania 1987), Syrena L 105 (Polonia 1973).

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globalization

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A globalized world is a world that has no frontiers, at least from the market and finance point of view - one where each of us is dependent on all the others, and where an internal crisis in one country can trigger disastrous repercussions on the world economy. What are the real economic relationships between continents and nations? What “specific weight” do the different countries in the world have on the global world economy, and how did we get to this point? These are the questions that this area attempts to answer.

Vehicles on display: none.

Front 22

destiny

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We have arrived at a crossroads: on one side there is a dark, grey, dirty world – the world of oil, traffic, pollution, environmental deterioration and destruction; on the other, a light, bright world where energy comes from renewable sources and our lifestyle is not incompatible with safeguarding the environment. It’s up to us to decide if we want to continue along the road we have been going along up to now, leading to total disaster, or gradually modify our habits and our consumption.

Vehicles on display: Phoenix II elettrosolare (Italia 1987); Fiat Ecobasic (2000).

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Intro First Floor

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FIRST FLOOR
The floor is divided into eight rooms with an exhibition area of 3,800 square metres. Visitors are guided around by the desire to examine in depth some individual aspects of the relationship that the modern-day world – that is, all of us – has with the car, and also to understand better what really constitutes a motor car, and how it is built. “Autorino” re-evokes what the car, in terms of industries, work and progress, meant during most of the last century for the city of Turin. “Mechanical Symphony”, on the other hand, invites us to discover what lies under a car’s outward appearance, its “soul”: the engine, frame, wheels, all the pieces in a single orchestra. But how is a car constructed? “Metamorphosis” shows us one from the inside, letting us enter that complex system of industrial production based on the assembly line. From how to produce a car to how to sell it: here we have “Advertising”, the innocent beginnings of the early twentieth century up to the sophisticated persuasive techniques of today. But cars can lead to “Madness” if they become a dominant, obsessive and morbid preoccupation. And if they do not lead to madness, they can lead to individual mobility becoming mass mobility, and eating away at itself, transmuting paradoxically into an obstacle to free circulation, as “Jungle” tells us. And we then arrive at the exciting world of racing, of pure speed, of the challenge on the circuit (“Formula”), illustrated by the 20 “Automobilissimo” showcases. And finally, the beginning of the “Design” section, which is further developed on the ground floor.

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Autorino

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Turin, city of the motor car: this is a cliché that for many people means just that the Fiat company originated in Turin, but in fact it signifies a much more complex and variegated situation. Over 70 car companies started up in Turin in the twentieth century, as well as over 80 bodywork manufacturers and Turin is still today the headquarters of centres of excellence in the project and design fields. A map imprinted on the floor will allow you to reconstruct this extraordinary role of the motor car “capital”.

Vehicles on display: Fiat 500 (Italia 1968), Storero A 25/35 HP (Italia 1914), Scat-Ceirano 150 S (Italia 1926), Temperino 8/10 HP (Italia 1920), Fiat 509 A (Italia 1929), FOD 18 HP (Italia 1926).

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Mechanical Symphony

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Art is not necessarily exclusively a prerogative of painting, sculpture or music: there are expressions of mechanical excellence that are also art, since they are produced by human inventiveness and creativity, forms of beauty in manufacturing, of harmony in design. In this room, the hidden components of the motor car are brought together, as in a great symphony: these are the engines, frames and wheels, which constitute the car’s interior essence, contrasted with the bodywork, which is its exterior clothing.

Vehicles on display: Chiribiri telaio Milano (Italia 1922), San Giusto telaio 750 (Italia 1924), Lancia Lambda telaio (Italia 1924), Alfa Romeo telaio 6C 1500 Mille Miglia Speciale (Italia 1928), Fiat telaio 1500 (Italia 1935); 27 motori, 14 ruote e 7 copertoni.

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Metamorphosys

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Does the human being turn into a robot or does the robot take on human form? Industrial mass-production, experimented for the first time in America in the Ford workshops constructing the Model T (15 million motor cars in 19 years), was the “driving force” of the twentieth century; it was the process that allowed the manufacture and circulation of millions of items, all the same, throughout the world at prices that were more and more accessible. Out frenetic life as consumers started on the day the first Ford T was built.

Vehicles on display: Autobianchi Primula (Italia 1967), Fiat 850S (Italia 1969), Volkswagen Tipo 1 (Italia 1952), Autobianchi Bianchina (Italia 1959), Ford T (Stati Uniti 1916); Lloyd Alexander TS (Germania 1958).

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Adverstising

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In the modern industrial world advertising is at the centre of all economic activity, and motor cars are no exception to this rule. In fact, right from the beginning, cars have needed advertising just like any other complex industrial item. It’s invasive and insistent; we complain about it but we cannot do without it. The contraptions lined up along the walls - media totems made of metal – bring to mind the concept of “brainwashing”, an activity of which advertising is often accused.

Vehicles on display: none.

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Madness

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Love for the motor car may take on some exaggerated, grotesque and distorted shapes: this is what is illustrated here, with a joke or two. Like any enthusiasm, a fondness for cars may turn into an obsession, to the point where one surrounds oneself with objects that are all inexorably linked to the object of worship. There is no room for anything else, in the head of people who live in this “house”, as in the furnishings surrounding them.

Vehicles on display: none.

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Jungle

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The jungle is the one of the road signs, in all languages and guises, that greet the visitor, symbolising the infinite prohibitions and instructions that we have to obey when driving. Those who drive take their own and other people’s lives in their hands. But we too often forget to obey them, distracted as we are, hard-pressed, and fascinated by speed. Not to mention those who behave on the road as if they were on the race-track, notwithstanding police, police-stations, sanctions, prison sentences, etc.

Vehicles on display: Lancia Delta Integrale (Italia 1986), Fiat 500 Sporting Kit (Italia 1995).

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Formula

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Speed is one of the great modern myths, and it’s a relief to see it given its full value here after the restrictions and obligations of the previous section. In a sort of exciting, dream-like cavalcade, all the racing cars in the collection, from all historical periods, meet here to race together towards the finishing line, in front of the eyes of visitors. On the other side of the track, there are the pit boxes where drivers and mechanics mingle.

Vehicles on display: Fiat F2 130 HP (Italia 1907), Fiat S 57/14 B (Italia 1914), Aquila Italiana 25/30 HP (Italia 1912), Itala 11 (Italia 1925), Maserati 26B (Italia 1928), Maserati 250 F (Italia 1954), Bugatti 35 B (Francia 1929), Alfa Romeo P2 (Italia 1930), Alfa Romeo 159 (Italia 1951), Alfa Romeo 179B (Italia 1981), Alfa Romeo 33 TT 12 (Italia 1975), Alfa Romeo 155 V6T1 (Italia 1996), Monaco Trossi (Italia 1935), Tarf (Italia 1948), Ferrari 500 F2 (Italia 1952), Ferrari 156 F1 (Italia 1963), Ferrari 312 T5 (Italia 1980), Ferrari 246 F1 (Italia 1960), Mercedes Benz RW196 (Germania 1954), Lancia D50 (Italia 1955), Nibbio 2 (Italia 1955), Dragster (Stati Uniti 1965), Lancia D24 (Italia 1953), Ferrari F40 (Italia 1987); new Ferrari F1 (loan).

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Automobilissimo

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20 showcases recording as many leaders in their category: cars designated as the most popular, the longest, the fastest, the smallest, the lowest, most visionary, most multi-purpose, the cheapest, the most funerary, the most aristocratic, the most catholic, the slowest, the most old-fashioned, the most mimetic, the most diplomatic, the most "James Bond", the most inexpensive, the most expensive, the most criminal, and the most “too much”. And finally, the most beautiful motor car in the collection, in a special category drawn up by visitors.

Vehicles on display: none.

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Intro Ground Floor

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GROUND FLOOR
This is the last floor to be visited, entirely devoted to design, or the planning that goes into a car, the creative path that precedes the production of a motor car and which it depends on. 1,200 square metres and one single large room tell us about how the great designers of today interpret the themes of individual mobility, safety, speed, comfort and style. The car is at the same time both a flying carpet - a magic device allowing us to move in defiance of our physical capabilities - and a mobile home and den, with passenger areas being more and more comfortable and welcoming- a sort of travelling replica of our own living room. Achieving certain objectives is difficult, exhausting and time-consuming, and involves all the designers’ abilities and resources. Listening to how some of the greatest designers in the world have done it, are still doing it and will continue to do it in the future is an enormous pleasure that is not to be missed.

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Morphing

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A common trait. Design identifies an era because it is an expression of the culture prevailing during that era. The lines of these cars certainly differ and this is intentional, each one is specific to its brand and origin. But they have one thing in common, each speaks of the character of their time. This is the meaning of morphing (an English word derived from the Greek, morphé, shape) to which the lines of these splendid cars are subjected, icons of thirty years of design. They are evidence of a continuity of formal expression that translates into a superimposition of shapes, but without detracting from their diversity, originality and uniqueness.

Cars on show: Cisitalia 202 SMM spider Nuvolari (Italy 1947), Alfa Romeo Disco Volante (Italy 1952), Lancia Flaminia presidenziale (Italy 1961), Abarth 2400 coupé Allemano (Italy 1964), Alfa Romeo 2600 touring spider (Italy 1965), Maserati Mexico (Italy 1968), Ferrari 208 GTB turbo (1982).

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Designers

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How and when does the designer's task begin today? A task that in a few decades has seen some truly amazing progress in technological terms. What shapes, what needs have fuelled the inspiration that means the Turin, Piedmont and Italian school is still today recognised as the leader in design. Here are today's top designers, who each talk of their experience. These are the voices of Chris Bangle, Aldo Brovarone, Walter De Silva, Leonardo Fioravanti, Marcello Gandini, Fabrizio Giugiaro, Giorgetto Giugiaro, Flavio Manzoni, Paolo Pininfarina, Mike Robinson, Tom Tjaarda, Andrea Zagato.

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Design is a Rhapsody

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One might think there is an infinite gap between designing cars and composing music. And yet the creative spark is just the same because it is the expression of an idea that, in turn, is the fruit of culture in the broadest sense, which is the source of a common vision. Different languages but using identical tools – sensitivity and inventiveness. Factors underlying masterpieces that, in both cases, are capable of creating an emotion because the emotion is within the person who has created them, who has given them form on the pentagram or drawing board. Without forgetting the vital contribution of various professional skills, all of which converge within the final product, whether this be a musical symphony or a mechanical rhapsody.

Cars on show: Brera

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Final Grand Ball

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It was American architect and philosopher Buckminster Fuller (1895-1983) who created the Comprehensive Anticipatory Design Science in the 1930s, part of which was the revolutionary design for the Dimaxion, one of the most original engine-powered vehicles ever built. It was one of the events that marked the beginning of design as we know it today. A science that took on board society's desires and needs and provided technologically feasible solutions, often by completely abandoning stylistic features adopted up to then. From then on, that is, from when car design first began to incorporate aerodynamics (producing bodyies with rounded edges, smooth surfaces and low horizontal profiles), it has never looked back. It has evolved, seeking to fulfil its mission – to anticipate solutions. And the final grand ball revealed by the models on show here tell the story of one hundred years of Italian styling, one hundred years of beauty and functionality, timeless lines that have made Italy's styling school the benchmark for the world.

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self-propelled wagon imagined by Leonardo da Vinci nel 1478 (reconstruction);

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It wasn't truly a passenger car, since it didn't even have a seat. The vehicle was actually designed as a special attraction for Renaissance festivals, meant to instill wonder and awe in attendees.
We can only speculate that the machine was either considered too dangerous to operate or the inventor didn't have adequate materials to build it.
The machine works like a robot or a wind-up toy simply by rotating the wheels opposite of their intended direction, which winds up the springs inside and gives it power. The frame and many of the car's clockwork-like mechanisms, such as cogs, were made from five different types of wood.

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Carro di Cugnot (Francia 1769).

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A 7:10 scale reproduction of the world’s first self-propelled vehicle, a steam-powered, tricycle artillery tractor designed in Paris’s Military Arsenal by Nicolas Joseph Cugnot of Lorraine. Its two-cylinder engine was supplied with steam by a boiler and drove the front wheel, which also took care of the steering. The original, better known as the fardier (waggon for carrying heavy loads), can be seen in the Conservatoire National des arts et Métiers, Paris.
Steamer
Engine: 2 upright cylinders
Capacity: 50.000 cc
Max speed: 4 km/h
Weight: about 4 tonnes

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Carrozza di Bordino (Italia 1854).

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Virginio Bordino, an officer in Italy’s Royal Engineers and a pioneer of locomotion in Italy, built this vehicle in Turin’s Military Arsenal by fittine a two-cylinder steam engine below the suitably reinforced bodyshell of a horse-drawn landau, together with a boiler and burner at the back. It was driven by an original transmission system consisting of con rods directly linked to a crankshaft-shaped rear axle, and consumed 30kg of coke per hour.
Steam-powered landau
Coke-fuelled
Max speed: almost 8 km/h
Weight: 3 tonnes

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la “Jamais Contente”, made by Belgian Camille Jenatzy (reconstruction).

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La Jamais Contente (English: The Never Satisfied) was the first vehicle to go over 100 kilometres per hour (62 mph). It was an electric vehicle with a light alloy torpedo shaped bodywork and with Fulmen batteries. The high position of the driver and the exposed chassis underneath spoiled much of the aerodynamics[2]. The light alloy, called partinium, is a alloy of aluminum,tungsten and magnesium.[3]
The land speed record was established on April 29 or May 1, 1899 at Achères, Yvelines near Paris, France. The vehicle had two direct drive Postel-Vinay 25 kW motors, running at 200 V drawing 124 Amperes each [1][4] for about 68 hp, and was equipped with Michelin tires. Chassis number was n°25.

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Benz Victoria (Germania 1893),

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Karl Benz, together with Gottlieb Daimler, is regarded as the father of the motor car. After spending some years in the elaboration of single-cylinder petrol gas engines for tricycles, he moved over to four-wheelers in 1893. The Victoria, his first model, was built (with slight modifications) until 1898. This example has a break-type body with four face-to-face seats, and bears the number 57.
Engine: rear, 1 flat cylinder
Capacity: 2123 cc
Max power output: 5 bhp at 400 rpm
Weight: 570 kg
Two-speed gearbox
Chain drive

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Bernardi 3,5 HP (Italia1896),

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Presented by Michelin Italiana s.p.a., Torino
(Italy 1896)
Prof. Enrico Bernardi of Verona was a leading automobile pioneer and a skilful inventor who took out a number of patents. He also built the first motor car to travel in Italian roads.

The three-wheeler 3,5 HP with its “duc” coachwork displays many of Bernardi’s inventions: cylinder with detachable head, overhead valves and a centrifugal inlet valve regulator, constant-level carburettor with float and spray nozzle, incandescent ignition with platinum heat sponge, and goemetrically correct steering.

Engine: rear, 1 flat cylinder
Capacity: 624 cc
Max power output: 3.5 bhp at 800 rpm
Max speed: 35/40 Km/h
Weight: 270 kg
Three-speed gearbox

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Benz 8 HP Break (Germania 1899),

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BENZ MOD. 8 HP BREAK
Presented by Alfredo Varni, Pallanza (Novara)
(Deutschland 1899)
The great success of Karl Benz’s 8 HP can be judged from its initial sales: 572 in its first year (1899) and 603 in the next. Nothing to speak of today, but very good for the turn of the century. This model opened a new chapter in the company’s long history and was the first to be powered by a flat two-cylinder engine with primary belt drive and secondary chain drive.
The example on display has a “break” coachwork.
Engine: rear, 2 opposed flat cylinders
Capacity: 2280 cc
Max power output: 8 bhp at 750 rpm
Max speed: 35 Km/h
Weight: 680 kg
Three-speed gearbox

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De Dion & Bouton 8 HP (Francia 1903),

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DE DION & BOUTON MOD. 8HP
Presented by Gentleman's Garage Riccardi-Caratti-d'Harcourt, Torino
(France 1903)
De & Bouton rear-engine models were well established on the main European markets in 1902 when it decided to introduce the front-engine 6HP, also known as the populaire. In the following year, this was joined by the 8HP model with its cardan shaft drive.
Engine: 1 cylinder
Capacity: 864 cc
Max power output: 8 bhp at 1500 rpm
Max speed: 60 km/h
Weight: 340 kg
Cardan shaft drive

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Panhard Levassor B1 (Francia 1899),

Back 45

PANHARD & LEVASSOR MOD. B1
(Francia 1899)
Louis-René Panhard and Emile Levassor founded their company in Paris in 1886 and produced their first car (also powered by a Daimler engine) three years later. The B 1 was presented in 1899. It mounts a Daimler Phenix with automatic inlet valves and is derived from the model in which Ferdinand Charron won the Paris-Amsterdam race in 1898 at an average speed of more than 44 km/h.
Engine: 4 cilindri biblocco
Capacity: 3562 cc
Max power output: 12 CV a 750 giri/min.
Max speed: 60 km/h
Weight: 580 kg

Front 46

Renault 3,5 HP (Francia 1899),

Back 46

RENAULT MOD. 3 E 1/2HP
(Francia 1899)
Renault was founded in Paris by three brothers, Louis, Fernand and Marcel, in 1899. Its firs vehiclewas designed as a prototype by louis before the company was formed and a few dozens were then built in its little Billancourt workshop.


The 3e1/2 HP came next. It, too, was also equipped with a water-cooled, single-cylinder De Dion engine and soon made its name in the motoring world, one reason being the races it won, including the Paris-Ostend, in the hands of Louis and Marcel Renault.
Engine: 1 cilindro
Capacity: 402 cc
Max power output: 3.5 CV a 1500 giri/min.
Max speed: 45 km/h
Peso: 300 kg
Weight: a 2 marce

Front 47

Ceirano 5 HP (Italia 1901),

Back 47

CEIRANO MOD. 5 HP
Presented by Antonio Gallino, Genova
(Italy 1901)
The four Ceirano brothers, Giovanni Battista, Giovanni, Matteo and Ernesto, were leading pioneers in Italy’s motor car history. Giovanni designed the “Welleyes”, from which the first Fiat sprang, and one brother or another sired a host of marques over the course of some twenty years: Fratelli Ceirano (1901), Itala (1904), STAR (1904), Junior (1905), SPA (1906), SCAT (1906) and Ceirano S.A. (1919). The 5 HP was made by Fratelli Ceirano. It has an Aster single-cylinder engine and a patented four-speed, constant-mesh gearbox. Note the two radiators at the sides. The “duc” coachwork is by Locati & Torretta.
Engine: 1 cylinder
Capacity: 639 cc
Max power output: 5 bhp at 800 rpm
Max speed: 45 km/h
Weight: 390 kg

Front 48

Darracq 9,5 HP (Francia 1902),

Back 48

DARRACQ MOD. 9,5 HP
Presented by G. Desmé e A. Sikle Desmé, Cuneo
(France 1902)
This is one of the first light cars built by Alexandre Darracq. The company he established in France became the source of others that survived its own demise. Alfa Romeo, in fact, was conceived in Darracq’s works in Milan and Naples.
The 9,5 has a single-cylinder front engine, a three-speed gearbox and cardan shaft drive to the rear wheels. Note the canopy with its let-down side and rear curtains, the generous windscreen and the drooping bonnet typical of French cars. During the 1902 “Semaine de Nice”, Paul Baras took this vehicle over the flying kilometre in less than 36 seconds, equivalent to an amazing speed of more than 100 kilometres per hour.
Engine: 1 cylinder
Capacity: 1281 cc
Max power output: 9 bhp at 1200 rpm
Max speed: 60 km/h
Weight: 600 kg

Front 49

Florentia 10 HP (Italia 1903),

Back 49

FLORENTIA 10 HP
(Italia 1903)
This unique 10 HP with its “phaeton” coachwork is the only surviving example of a model made by Florentia, a Florence factory active from 1903 to 1913 that began by producing its own cars before manufacturing under licence from the french company Rochet Schneider.
Engine: 2 cilindri
Capacity: 7690 cc
Max power output: 15 CV a 1200 giri/min.
Max speed: 55 km/h
Weight: 750 kg

Front 50

Oldsmobile Curved Dash (Stati Uniti 1904),

Back 50

OLDSMOBILE MOD. CURVED DASH
(Stati Uniti 1904)
The Oldsmobile marque was kept when the Olds Motor Co. founded by Ransom Eli Olds in 1897 was taken over by General Motors in 1908. The name applied to this model refers to the sledge-like upward sweep of the part of the bodyshell. The very simple mechanicals and very competitive price of this runabout made it a great commercial successo. The coachwork is of the “duc” type.
Engine: posteriore a 1 cilindro
Capacity: 1924 cc
Max power output: 7 CV a 700 giri/min.
Max speed: 30 km/h
Weight: 270 kg
Cambio: a 2 marce

Front 51

Fiat 4 HP (Italia 1899),

Back 51

FIAT MOD. 4 HP
(Italia 1899)
Designed by Aristide Faccioli, this was the first model made by what was to become Italy’s leading automaker, S. A. Fabbrica Italiana di Automobili Torino, and appeared shortly after the company was formed. It has a three-speed gearbox with no reverse and chain drive. Its rear-mounted, two-cylinder engine is water-cooled through a coil radiator and consumed about 8 litres per 100 kilometres. Only 2 of the thirty or so manufactured have survived. The other is in Fiat’s Centro Storico. Three-seat, face-to-face coachwork.
Engine: posteriore orizzontale a 2 cilindri
Capacity: 657 cc
Max power output: 4,5 CV a 800 giri/min.
Max speed: 35 km/h
Weight: 680 kg

Front 52

Fiat 8 HP (Italia 1901),

Back 52

FIAT MOD. 8 HP
(Italia 1901)
Fiat’s first front-mounted, two-cylinder engine was initially cooled by a coil radiator and subsequently by a honeycomb radiator. There were eight of these vehicles on the starting line when the first Giro d’Italia (Round Italy) race began in 1901 and they all completed the 1634-km course. One was driven by Fiat’s founder Giovanni Agnelli with Felice Nazzaro as his mechanic, whereas the museum’s 8 HP was driven by Emanuele Cacherano di Bricherasio. The coachwork is of the “duc” type.
Engine: 2 cilindri
Capacity: 1082 cc
Max power output: 10 CV a 1100 giri/min
Max speed:
45 km/h
Weight: 1000 kg

Front 53

Fiat 12/16 HP(Italia 1902),

Back 53

FIAT MOD. 12/16 HP
(Italia 1902)
Designed by Giovanni Enrico, who became Fiat’s engineering manager in 1901, this model with its huge displacement, four-cylinder engine swept the company into a new horsepower bracket. It was also Fiat’s first model to be fitted with a honeycomb radiator and the first of its exports. It went out of production in 1903, however, and only a hundred and ten were made.
Engine: 4 cilindri biblocco
Capacity: 3768 cc
Max power output: 16 CV a 1200 giri/min.
Max speed: 75 km/h
Weight: 1220 kg
Trasmissione: a catena

Front 54

Fiat 16/20 HP turismo (Italia 1903).

Back 54

FIAT MOD. 16/20 HP
(Italia 1903)
The 16/20HP was first produced by Fiat in 1903 and widely sold in Italy and abroad. The first and second series were powered by a 4179 cc engine with a band clutch. They were followed in 1906 by a third series with a 4503 cc engine and multiplate clutch. The vehicle on display comes from the first series and is fitted with a “phaeton” coachwork.
Engine: 4 cilindri biblocco
Capacity: 4179 cc
Max power output: 20 CV a 1200 giri/min.
Max speed: 1350 kg
Cambio: a 4 marce

Front 55

Fiat 24/32 HP (Italia 1905),

Back 55

FIAT MOD. 24/32 HP
(Italia 1905)
Presented in 1903 with a 6371 cc engine soon augmented to 6902 and again (in 1905) to 7363 cc to bear different kinds of coachwork, the 24/32 was mainly used as a city car. A two-seater sports version was entered by Fiat in the first Targa Florio in 1906, and won the race the following year with Felice Nazzaro at the wheel.
Engine: 4 cilindri biblocco
Capacity: 7363 cc
Max power output: 36 CV a 1200 giri/min
Max speed: 75 km/h
Weight: 1280 kg

Front 56

Fiat 24/40 HP (Italia 1906),

Back 56

FIAT MOD. 24/40 HP
(Italia 1906)
This development of the previous year’s 24/32 has the same lively four-cylinder engine and frames of various lenghts to carry the bodies crafted by the leading coachbuilders of the day, such as Alessio, Sala, Locati & Torretta, Belloni and Castagna. A distinctive feature of this model is the system for easier starting. The brakes were also cooled with water to prevent them from overheating when going downhill. Note the distance recorder on one of the front wheels.
Engine: 4 cilindri biblocco
Capacity: 7363 cc
Max power output: 40 CV a 1200 giri/min
Max speed: 85 km/h
Weight: 1280 kg

Front 57

Fiat Zero (Italia 1912),

Back 57

FIAT MOD. ZERO
(Italia 1912)
The Zero was the first Fiat runabout. More than 2000 were manufactured in a torpedo and a spider version between 1912 and 1915. The coachwork with its simple, rugged and reliable mechanicals was devised by the Farina works with the direct involvement of Giovanni Battista Farina (1893 – 1966), who eventually incorporated his nickname “Pinin” into the new family name Pininfarina. The price of the torpedo (8.000 lire) was a real bargain in those days.
Engine: 4 cilindri
Capacity: 1846 cc
Max power output: 18 CV a 1700 giri/min.
Max speed: 70 km/h

Front 58

Brixia Zust 10 HP (Italia 1908),

Back 58

BRIXIA ZÜST MOD. 10 HP
Presented by Aurelio d'Acunzo, Roma
(Italy 1908)
Established by Roberto Züst at Brescia in 1906, Brixia Züst was the start of what eventually became Officine Meccaniche in 1917 and OM- Fabbrica Bresciana di Automobili in 1928. The unique feature of the 10 Hp is its integral three-cylinder engine with a fixed head and side valves operated by two camshafts in the cylinder block. It was produced until 1911.
Engine: 3 cylinders, integral
Capacity: 1386 cc
Max power output: 10 bhp at 1000 rpm
Max speed: 55 km/h
Weight: 650 kg (chassis)

Front 59

Stae elettrica (Italia 1909),

Back 59

STAE VETTURA ELETTRICA
(Italia 1909)
In 1905, the French marque Krieger, which specialised in the construction of electric and petrol-electric vehicles, set up a branch in Turin that later changed its style to Società Torinese Automobili Elettriche (STAE), but continued to make use of Krieger’s patents. It met with little success, however, and wound up in 1913. This vehicle has cardan shaft drive and its centrally mounted electric engine runs off a battery hidden under the imitation bonnet.
Engine: elettrico centrale
Max power output: 10 CV
Max speed: 30 km/h
Autonomia: 80/90 km

Front 60

Legnano A 6/8 HP (Italia 1908),

Back 60

LEGNANO MOD. A 6/8 HP
(Italia 1908)
This little two-seater with its “duc” coachwork and snub-nosed radiator was made by FIAL (Fabbrica Italiana Automobili Legnano), a small company that operated in Lombardy from 1906 to 1909. It has a front-mounted, integral two-cylinder engine, a sheet steel chassis and cardan shaft drive, and cost 4000 lire.
Engine: 2 cilindri
Capacity: 1135 cc
Max power output: 8 CV a 1100 giri/min.
Max speed: 55 km/h
Weight: 420 kg

Front 61

De Dion & Bouton BG (Francia 1907),

Back 61

DE DION & BOUTON MOD. BG
(France 1907)
In the early years of the century, De Dion & Bouton was also one of the main suppliers of engines to other European automakers.
The BG runabout is one of the company’s last single-cylinder models and was produced at a time when the make was very popular. Its wide diffusion was also assisted by some advanced features, such as the automatic engine lubrication pump and the lighting equipment with an acetylene generator.
Engine: 1 cylinder
Capacity: 942 cc
Max power output: 8 bhp at 1400 rpm
Max speed: 40 km/h
Weight: 600 kg

Front 62

La Fiat Landaulet 18/24 HP belonged to Count Biscaretti (Italia 1908),

Back 62

FIAT MOD. 18/24 HP
(Italia 1908)
Fiat to make small-and medium-powered cars in 1907. The 18/24 HP was produced in three different wheelbase version to accomodate various kinds of coachwork. Its main feature was an innovative compressed-air starting device. This example is fitted with a landaulet coachwork by Macchi of Milan.
Engine: 4 cilindri
Capacity: 4500 cc
Max power output: 26 CV a 1100 giri/min.
Max speed: 70km/h

Front 63

The 1914 Alfa Romeo Ricotti silhouette (reconstruction).

Back 63

In 1914 Marco Ricotti from Carrozzeria Castagna designed the A.L.F.A. 40/60 HP Aerodinamica prototype model which could reach 139 km/h (86 mph) top speed.
40/60 HP production and development was interrupted by the First World War, but resumed briefly afterwards. 40-60 HP Corsa had now 82 bhp (61 kW) and a top speed of around 150 km/h (93 mph). Giuseppe Campari won the 1920 and 1921 races at Mugello with this car.

Front 64

Itala 35/45 HP “Pechino-Parigi” (Italia 1907).

Back 64

ITALA MOD. 35/45 HP (PECHINO – PARIGI)
(Italia 1907)
This is the car in which Prince Scipione Borghese with Ettore Guizzardi as his mechanic and Luigi Barzini as the special correspondent of the Corriere della Sera won the Pekin to Paris race sponsored by the Paris daily “Le Matin” in 60 days. It arrived a full twenty days ahead of the second to finish after overcoming all kinds of natural hazards and obstacles along the 16,000-kilometre route. It had an enormous fuel tank on each side and its over-7-litre engine was coupled to a four-speed gearbox. The Itala was subsequently known as the Pekin-Paris type.
Engine: 4 cilindri
Capacity: 7433 cc
Max power output: 45 CV a 1250 giri/min.
Max speed: 95 km/h
Weight: 1370 kg

Front 65

Isotta Fraschini AN 20-30 HP (Italia 1909),

Back 65

ISOTTA FRASCHINI MOD. AN 20/30 HP
(Italia 1909)
Established by Cesare Isotta and Vincenzo Fraschini in 1900, this Milanese company was among Italy’s leading automakers and its prestigious de luxe models were long renowned the world over. The AN 20/30 HP sprang from the A 16/22 HP designed by Giustino Cattaneo, a skilled engineer who also patented front-wheel brakes. The landaulet coachwork on this model is by Pavesi, Crespi & Coo., Milan.
Engine: 4 cilindri
Capacity: 4940 cc
Max power output: 30 CV a 1200 giri/min.
Max speed: 70 km/h
Weight: 1450 kg

Front 66

Delage AB-8 (Francia 1913),

Back 66

DELAGE MOD. AB-8
(France 1913)
Founded by Louis Delage in 1905, the company’s touring and racing cars were among the finest Europe had to offer until it closed down in 1935. The light vehicle on display with its superb engineering and elegant coachwork is one of those made between 1910 and 1913.It also was famous a 2-litre, V12 Delage racing car engine.
Engine: 4 cylinders
Capacity: 2121 cc
Max power output: 14 bhp a 1200 rpm
Max speed: 70 km/h
Weight: 640 kg (chassis)

Front 67

Itala 35/45 HP “Palombella” (Italia 1909).

Back 67

ITALA MOD. 35/45 HP
(Italia 1909)
Christened Palombella (little dove), this luxurious vehicle with its landaulet body by Italy’s leading coachbuilder Cesare Sala of Milan, was made for Queen Margaret of Savoy. The chassis is that of the 1907 “Pekin to Paris” Itala, plus a few modifications, such as the two separate brake pedals. Note the eagle-shaped silver door handles and foldaway step ladder.
Engine: 4 cilindri
Capacity: 7433 cc
Max power output: 45 CV a 1250 giri / min
Max speed: 70 km/h
Weight: 1200 kg (autotelaio)

Front 68

Renault AG- Fiacre Paris (Francia 1910),

Back 68

RENAULT MOD. AG-FIACRE PARIS
(Francia 1910)
As shown by its name, this model was built as a Parisian taxi. It earned its moment of glory as well as a nickname the taxi of the Marne on 6 September1914 when a thousand were requisitioned by General Gallieni, commandant of the garrison in Paris besieged by the German army led by Field-Marshal Von Kluck, to carry two regiments to the front and take part in the battle that saved the capital and France.
Engine: 2 cilindri
Capacity: 1206 cc
Max power output: 7 CV a 1800 giri/min.
Max speed: 65 km/h
Weight: 870 kg

Front 69

Fiat 4 (Italia 1911).

Back 69

FIAT MOD. 4
(Italia 1911)
This model with its six-seater torpedo coachwork was one of Fiat’s first to have an integral engine, L-shaped combustion chamber and petrol feed taps for cold starting. In 1915, it was equipped with a 12 V electrical system. A total of 684 had been manufactured when it went out of production in 1918. There was also a military torpedo version. One of these was fitted out for King Victor Emmanuel III to use during World War I.
Engine: 4 cilindri monoblocco
Capacity: 5702 cc
Max power output: 53 CV a 1600 giri/min
Max speed: 95 km/h
Weight: 1100 kg

Front 70

Rolls Royce 40-50 HP (Gran Bretagna 1914),

Back 70

ROLLS-ROYCE MOD. 40-50 HP
(Regno Unito 1914)
The founders of this renowned English firm, Henry Royce and Charles Rolls, brought out their first car in 1904. Its superb quality was universally appreciated and won it instant success. Later on they created the 40-50 HP, the official designation of the world-famous Silver Ghost. First presented in 1906 and produced until 1925, it started Rolls-Royce on its legendary career. This example was made in 1914 and used by the British High Command on the French front during World War I. The torpedo coachwork is by Barker.
Engine: 6 cilindri
Capacity: 7428 cc
Max power output and max speed: non dichiarate dal costruttore
Weight: 1160 kg (autotelaio)

Front 71

Isotta Fraschini 8 (Italia 1920),

Back 71

ISOTTA FRASCHINI MOD. 8
(Italia 1920)
For about ten years, this was perhaps the world’s most refined car, a rival of Rolls-Royce’s and Hispano-Suiza’s models as the status symbol chosen by the celebrities of the hour. Designed by Giustino Cattaneo, its trump card was its powerful straight-eight engine, a veritable engineering masterpiece. About 1600 model 8s were produced between 1919 and 1932 and tailored by leading coachbuildders. The one on display offers a splendid example of the torpedo body designed by Castagna of Milan.
Engine: 8 cilindri in linea
Capacity: 5901 cc
Max power output: 80 CV
Max speed: 120 km/h
Weight: 1600 kg

Front 72

Isotta Fraschini 8A (Italia 1929),

Back 72

ISOTTA FRASCHINI MOD. 8 A
(Italia 1929)
The 8 A is a development of the 8 presented by this Milan company in 1920. It was a very luxurious and refined model designed for the rich and those in the public eye. The car on display with its “coupé de ville” bodywork by Castagna of Milan, was used in 1950 in the film “Sunset Boulevard”, starring William Holden, Erich von Stroheim and Gloria Swanson in the part of Norma Desmond, whose initials are engraved on the rear doors.
Engine: 8 cilindri
Capacity: 7370 cc
Max power output: 110 CV a 2400 giri/min.
Max speed: 140 km/h
Weight: 1500 kg (autotelaio)

Front 73

Spa 23 S (Italia 1922),

Back 73

SPA MOD. 23 S
(Italia 1922)
Founded in 1906 by Matteo Ceirano and Michele Ansaldi, SPA (Società Piemontese Automobili) made rapid progress thanks to the quality and sparkling performance of its touring and sports cars. Its 23 S appeared in a number of version in 1922. In the first half of the 1920s, this one carried off the Coppa delle Alpi and the Aosta to Great St Bernard and Cuneo to Colle della Maddalena hill climbs. Note the luggage space behind the two seats.
Engine: 4 cilindri
Capacity: 2724 cc
Max power output: 50 CV a 3000 giri/min.
Max speed: 110 km/h
Weight: 1100 kg (autotelaio)

Front 74

Diatto 30 (Italia 1925),

Back 74

DIATTO MOD. 30
(Italy 1925)
Founded in Turin in 1905, Diatto’s up-and-down history was punctuated by the production of very popular models that were often of the sporty kind.
This 30 was one of the last to leave the factory. Its outstanding specifications included a powerful 2-litre engine with the overhead valve timing system Diatto had adopted in 1919.
Engine: 4 cylinders
Capacity: 1996 cc
Max power output: 54 bhp a 3000 rpm
Max speed: 115 km/h
Weight: 850 kg (chassis)

Front 75

Citroen C3-5CV (Francia 1922).

Back 75

CITROEN MOD. C3 – 5CV
Presented by S.A. André Citroen, Parigi
(France 1922)
A widely sold French runabout, one of the first models tuned out by André Citroen after reconverting his factories from their wartime operations.
Very simple, with an open two-seater body and three-speed gearbox, and powered by a 856 cc engine, the C3 weighed 420 kg and had a top speed of 60 km/h. A total of 80,000 were built down to 1926.
Engine: 4 cylinders
Capacity: 856 cc
Max power output: 11 bhp at 2100 rpm
Max speed: 60 km/h

Front 76

Lancia Aprilia (Italia 1948).

Back 76

LANCIA MOD. APRILIA
(Italia 1948)
Introduced in fall 1936 and produced until 1950, the Aprilia saloon was regarded, together with the Lambda, as one of Vincenzo Lancia’s masterpieces on account of its advanced overall conception and special construction features, such as the narrow V4 engine with hemispherical combustion chambers, all-independent suspension (with a very daring arrangement for the rear wheels), and the aerodynamic unitary body. With its initial swept volume raised from 1351 (the first series as the car on display) to 1486 cc, the Aprilia took part in many speed races, both before and after war. Its boxed chassis with long wheelbase was a great favourite with body builders for the creation of customised version.
Engine: 4 cilindri a V stretta
Capacity: 1486 cc
Max power output: 48 CV a 4300 giri/min.
Max speed: 125 km/h
Weight: 730 kg

Front 77

Mercedes Benz 500 K (Germania 1936),

Back 77

MERCEDES BENZ MOD. 500 K
(Germania 1936)
A luxury sports car powered by a straight-eight engine supercharged through a positive-displacement blower engaged from the driver’s seat, with all-independent suspensions and very high performance ratings, the 500 K was built at the Daimler Benz works in Mannheim in very small numbers and in four version: saloon, torpedo, coupé, cabriolet and roadster, and is an excellent example of pre-war German automotive engineering.
Engine: 8 cilindri
Capacity: 5000 cc
Max power output: 180 CV a 3500 giri/min.
Max speed: 170 km/h
Weight: 2235 kg

Front 78

Fiat 508 “Balilla” (Italia 1932),

Back 78

FIAT MOD. 508
(Italia 1932)
Presented in 1932 and soon nicknamed the Balilla after the lad who sparked off the insurrection that drove the Austrians from Genoa in 1796, the 508 was Italy’s favorite runabout: modern with its hydraulic brakes, yet powered by a simple, less than one litre, four-cylinder, side-valve engine with a three-speed gearbox. The four-seater, two-door saloon cost 10,800 lire. There was also a torpedo and a spider model, which were subsequently joined by a sports version. The model was enormously successful owing to its ruggedness, low running cost and brilliant performance. More than 113,000 had been made when the last 508 rolled off the assembly line in 1937.
Engine: 4 cilindri
Capacity: 995 cc
Max power output: 20 CV a 3400 giri/min.
Max speed: 85 km/h
Weight: 990 kg

Front 79

Austin Seven (Gran Bretagna 1932),

Back 79

AUSTIN MOD. SEVEN
Presented by Gianfranco Moncalvi, Pavia
(Great Britain 1932)
The “Baby Austin” was one of the most popular runabouts of the Twenties and Thirties, especially on account of its reputed 20 km to the litre. Designed and built by Lord Herbert Austin, it was launched in 1923 and cost only 165 pounds, one-third of the price of other small British cars. A total of 375,000 had been built when it went out of production in 1939. Note the sliding roof.
Engine: 4 cylinders
Capacity: 748 cc
Max power output: 13 bhp at 2500 rpm
Max speed: 70 km/h
Weight: 280 kg (chassis)

Front 80

Packard Super-Eight 1501 (Stati Uniti 1937),

Back 80

PACKARD MOD. SUPER-EIGHT 1501
(Stati Uniti 1937)
Prior to the second world war, Packard was a leading American maker of aristocratic cars with straight-eight and V12 engines whose impeccable style, elegance and top-quality worksmanship gave them an image on a par with the limousines being produced in Europe. This example has an eight-cylinder power plant and independent front suspensions.
Engine: 8 cilindri
Capacity: 5261 cc
Max power output: 125 CV a 3200 giri/min.
Max speed: 120 km/h
Weight: 2077 kg

Front 81

Citroen 11 CV “Traction Avant” (Francia 1934),

Back 81

CITROEN MOD. 11 CV
Presented by S.A. André Citroen, Parigi
(France 1934)
Introduced by Citroen in 1934 and soon widely referred to as the Traction Avant, this revolutionary vehicle was designed by a leading French automobile engineer, André Lefèvre. In addition to front-wheel drive (hence the nickname), its novel features included a streamlined body, steel bodysheel, independent front and rear suspension with torsion bars and CV joints on the front drive shafts. This very successful model was eventually powered by several types of engine. More than 700,000 had been built when the last one left the assembly line in 1957.
Engine: 4 cylinders
Capacity: 1911 cc
Max power output: 48 bhp at 3600 rpm
Max speed: 100 km/h
Weight: 1000 kg (chassis)

Front 82

Fiat 500 (Italia 1936),

Back 82

FIAT MOD. 500
(Italia 1936)
Fiat’s 500, the popular Topolino (Little Mouse) as it was called, was the world’s smallest mass-produced car. Designed in 1936 by a young and ingenious engineer, Dante Giacosa, its mechanicals were very simple: a small four-cylinder engine overhanging the wheel axis, independent front wheels and two-seater bodywork. An unmistakable style. Fuel consumption was only 6 litres per 100 km. When it first came on the market, the 500 cost 8900 lire. The characteristics of this model were largely responsible for boosting car ownership in Italy. Its production ran through three series, including a break version, until 1955 and nearly 520,000 were manufactured.
Engine: 4 cilindri
Capacity: 569 cc
Max power output: 13 CV a 4000 giri/min.
Max speed: 85 Km/h
Weight: 745 kg

Front 83

Ford Jeep (Stati Uniti 1941).

Back 83

FORD MOD. JEEP
(Stati Uniti 1941)
Almost 278,000 jeeps were produced by both Ford and Willys Overland as G.P. (general pur pose) vehicles (hence the nickname) for the American and Allied armies during World War II. Many, indeed, were the purposes to which this tough and tireless performer was assigned: scout car, infantry attack vehicle, amphibious vehicle, breakdown truck, etc. So much so that the word has passed into English as the synonym for a light, 4WD off-road vehicle.
Engine: 4 cilindri
Capacity: 2199 cc
Max power output: 60 CV a 4000 giri/min
Max speed: 105 km/h
Weight: 1100 kg

Front 84

Cisitalia 202 (Italia 1948),

Back 84

CISITALIA 202 SMM SPIDER NUVOLARI
(Italy 1947)
Named after Tazio Nuvolari, Italy’s leading prewar racing driver, who drove it in the 1947 Mille Miglia, this “speeder” was designed under the direction of Giovanni Savonuzzi, Cisitalia’s chief engineer from 1945 to 1948, in a very original style.
It has an all-alluminium bodyshell and its streamlining fins are barely noticeable on the rear mudguards. The Museum’s exhibit is one of the ten or so that still remain out of the approximately twenty built from 1947 to 1948.
Engine: stright-4 (derived from Fiat 1100)
Capacity: 1089 cc
Max. powered output: 60/65 bhp at 5500 rpm
Max. speed: 180 km/h.

Front 85

Fiat Turbina (Italia 1954).

Back 85

FIAT MOD. TURBINA
(Italia 1954)
An experimental gas-turbine-engined prototype presented by Fiat in April 1954. Propulsion is provided by a two-stage centrifugal blower coupled to a two-stage turbine and a driving turbine linked to a geared reduction unit to transmit the movement to the wheels. Model tests in the Turin Polytechnic’s wind tunnel demonstrated the excellent streamlining of the saloon’s two-seater bodywork. Pratical tests were carried out on the runway of Turin’s Caselle airport.
Engine: a turbina
Max power output: 300 CV
Max speed: 250 km/h.
Regime di rotazione: 22000 giri/min.

Front 86

Citroen DS 19 (Francia 1955).

Back 86

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Front 87

Fiat Multipla 1955 reiew by IDEA Institute (1995),

Back 87

2

Front 88

Alfa Romeo Giulietta Sprint (Italia 1954).

Back 88

ALFA ROMEO MOD. GIULIETTA SPRINT
Presented by Carrozzeria Bertone, Torino
(Italy 1954)
Alfa Romeo’s Giulietta Sprint with bodywork by Bertone is one of the models that best represents Italian style and automobile car engineering in the 1950s. Produced from 1954 to 1966, its brilliant performance set the stage for the introduction of the Giulietta saloon, a spider with bodywork by Pininfarina and a string of sports version down to the higher-capacity “Giulia”.
Engine: 4 cylinders
Capacity: 1290 cc
Max power output: 80 bhp at 6300 rpm
Max speed: 165 km/h

Front 89

Acma Vespa 400 (Francia 1958);

Back 89

ACMA MOD. VESPA
Presented by G. Agnelli in memory of Enrico Piaggio
(France 1958)
A small two-seater designed by Piaggio, but built and sold by the French company Acma. This simple little car was presented at the Paris Show in 1957: rear-mounted, twin-cylinder, two-stroke engine with positive-pressure air cooling, three gears and a kerb weight of only 360 kg. Thanks to its size and lightness, the Vespa 400 provides handiness and low running costs (4,7 l/100 km). Its French price was equivalent to about 500,000 Lire. A total of 28,000 Vespa 400s were sold.
Engine: 2 cylinders
Capacity: 393 cc
Max power output: 14 bhp at 4550 rpm
Max speed: 90 km/h

Front 90

Cadillac 62 (Stati Uniti, 1947);

Back 90

CADILLAC MOD. 62
Presented by Fondazione Cassa di Risparmio di Torino
(United States 1947)
Cadillac was constituted at Detroit by William H. Murphy and Henry Leland in 1902. Named after the French army officer who founded the city of Detroit in 1701, it very quickly became a synonym for America’s most prestigious de luxe models. Its motto, indeed, was: “Our creed is perfection; our rule is precision”. The company’s burgeoning reputation and sound financial position soon attracted the attention of William Crapo Durant and Cadillac became part of the General Motors group in 1909. The 62 (a descendent of the 60 series) carried Cadillac to the height of its worldwide fame. It was produced as a coupé, convertible and sedan down to 1964.
Engine: V8
Capacity: 5765 cc
Max power output: 156 bhp at 3400 rpm
Max speed: 155 km/h
Weight: 2000 kg

Front 91

Fiat 1900 B Gran Luce (Italia 1958),

Back 91

FIAT MOD. 1900 B GRAN LUCE
(Italia 1958)
The 1900 appeared in 1952. It was derived from the 1400, and for some years was Fiat’s leading car. The subsequent Gran Luce version was endowed with elegance and refinement. The two-door bodywork displayed several distinguishing features: the shape of the roof and large wrap-round rear window, no uprights between the side windows, the design of the radiator grille, and the two-colour paintwork.
Engine: 4 cilindri
Capacity: 1901 cc
Max power output: 80 CV a 4000 giri/min.
Max speed: 145 km/h.
Cambio: a 5 marce

Front 92

Fiat 600 (Italia 1955),

Back 92

FIAT MOD. 600
(Italia 1955)
When the 600 was launched in the spring of 1955 as the successor to the Topolino, it caused a sensation owing to its innovations, starting with the rear-mounted engine and independent suspensions on all 4 wheels. The 600 was the vehicle that changed the habits of Italian society. Inexpensive to buy (590,000 Lire) and run (average consumption 5.7 l/100 km), it led the way towards universal car ownership. Fiat also produced a soft-top version, and later on the Multipla whose up-front driver’s position gave enough room to seat six people or carry goods. A total output of 2,695,197 had been reached when the 600 went out of production in 1970.
Engine: posteriore a 4 cilindri
Capacity: 633 cc
Max power output: 22 CV a 4600 giri/min.
Max speed: 95 km/h

Front 93

Jaguar E 4.2 (Gran Bretagna 1969).

Back 93

JAGUAR MOD. E 4.2
(Regno Unito 1969)
The Jaguar E GT was presented at the 1961 Geneva Automobile Show in both the coupé and open version, and was a worldwide success for the British maker. It mounted independent rear suspensions, rack and pinion steering and disk brakes.
This piece of greased lightning was to take the place of the renowned XK. It was powered by a straight-six, 3.8 litre engine until 1971, when its capacity was stepped up to 4.2 litres. A total of 72,520 Jaguar Es were built between 1961 and 1975.
Engine: 6 cilindri in linea
Capacity: 4200 cc
Max power output: 269 CV a 5500 giri/min.
Max speed: 240 km/h

Front 94

Citroen 2 CV (1948);

Back 94

The Citroën 2CV (French: “deux chevaux” i.e. “deux chevaux vapeur”, literally “two tax horsepower”) was an economy car produced by the French automaker Citroën between 1948 and 1990.[1] It was technologically advanced and innovative, but with uncompromisingly utilitarian unconventional looks, and deceptively simple Bauhaus inspired bodywork,[2] that belied the sheer quality of its underlying engineering. It was designed to move the French peasantry on from horses and carts. It is considered one of Citroën's most iconic cars. In 1953 Autocar in a technical review of the car wrote of "the extraordinary ingenuity of this design, which is undoubtedly the most original since the Model T Ford".[3] It was described by CAR magazine journalist and author LJK Setright as "the most intelligent application of minimalism ever to succeed as a car".[4] It was designed for low cost, simplicity of use, versatility, reliability, and off-road driving. For this it had a light, easily serviceable engine, extremely soft long travel suspension (with adjustable ride height), high ground clearance, and for oversized loads a car-wide canvas sunroof (which until 1960 also covered the boot).
During a production run of 42 years between 1948 and 1990, 3,872,583 2CVs were produced, plus 1,246,306 Fourgonnettes (small 2CV delivery vans), as well as spawning mechanically identical vehicles including the Ami – 1,840,396; the Dyane – 1,444,583; the Acadiane – 253,393; and the Mehari – 144,953, a grand total of 8,756,688.

Front 95

Volkswagen Transporter Bulli (Germania, 1949).

Back 95

The Volkswagen Type 2, officially known as the Transporter or Kombi (campers, short for Kombinationskraftwagen) informally as Bus (US) or Camper (UK), was a panel van introduced in 1950 by German automaker Volkswagen as its second car model – following and initially deriving from Volkswagen's first model, the Type 1 (Beetle), it was given the factory designation Type 2.[1]
As one of the forerunners of the modern cargo and passenger vans, the Type 2 gave rise to competitors in the United States and Europe, including the Ford Econoline, the Dodge A100, and the Corvair 95 Corvan, the latter adopting the Type 2's rear-engine configuration. European competition included the Renault Estafette and the Ford Transit. As of January 2010, updated versions of the Type 2 remain in production in international markets— as a passenger van, as a cargo van, and as a pickup truck.
Like the Beetle, the van has received numerous nicknames worldwide, including the "microbus", "minibus",[2] and, due to its popularity during the counterculture movement of the 1960s, "hippie van".

Front 96

Iso Rivolta Lele F (Italia 1972),

Back 96

3

Front 97

Ferrari 365 GT4 (Italia 1973),

Back 97

FERRARI MOD. 365 GT4 2+2
(Italia 1973)
The 365 GT4 2+2 model went into production at the end of 1972. The mechanicals were those of the 365 GTC, but the rear seating was more comfortable. Pininfarina conferred both élan and harmony on this automobile. The flank carries a tip-to-tail motif and the roof is both large and extraordinarly elegant. A total of 520 GT4s had been made when production came to an end in 1976.
Engine: 12 cilindri anteriore
Capacity: 4390 cc
Max power output: 310 CV a 7700 giri/min.
Max speed: 245 km/h

Front 98

Trabant 601(Germania 1987),

Back 98

TRABANT 601
(Germania Est 1987)
Eastern Germay’s best known, omnipresent make entered the scene after World War II. When the nation was split into two, so were its factories. In the Federal Republic, BMW, Porsche, Mercedes and Volkswagen got back on their feet and thrived, whereas in the East the Trabant was the only car produced from the 1950s on. Up to 1989, about 150,000 a year were manufactured at Zwickau, near the frontier of what was then Czechoslovakia. The chassis of the 601 consist of a sheet steel platform which supports a very simple plastic body. When the Berlin Wall fell in 1989, East Germans poured out from behind the crumbled “iron curtain” in their Trabants and for some time afterwards the 601 was the symbol of freedom regained.
Engine: 2 cilindri in linea, due tempi
Capacity: 595 cc
Max power output: 26 CV
Max speed: 100 km/h

Front 99

Syrena L 105 (Polonia 1973).

Back 99

SYRENA MOD. L 105
(Polonia 1973)
Syrena is the trade name of cars made by FSM (Fabryka Samochodow Malolitrazowych), the Polish automobile factory at Bielsko Biala which also produces the Polski and the Warzawa. The model on display is an interesting example of eastern European automobile production of the 1960s. It is a runabout mounting a two-stroke, three-cylinder front engine providing 40 bhp. A study and efficient vehicle whose distribution, however, was limitated to the East.
Engine: anteriore a 3 cilindri verticali in linea
Capacity: 842 cc
Max power output: 40 CV a 4300 giri/min.
Max speed: 120 km/h
Trazione: anteriore

Front 100

Phoenix II elettrosolare (Italia 1987);

Back 100

PHOENIX II SOLARE
(Italia 1987)
This solar electric automobile was planned and built in 1987 by Andrea Pesaresi (Osimo, Ancona). It is powered by two electric motors providing about 700 Watts each combined with five lead batteries connected in series. A panel captures the sun’s energy and transforms it into electricity by means of a device that exploits the conversion factor of a photovoltaic cell to charge an accumulator that then supplies power to the motor via an electronic regulator. This Phoenix II took part in all the races organized in Italy for solar-electric automobiles from 1988 to 1991.
Weight: 179 kg
Telaio: struttura reticolare in acciaio cromo
Carrozzeria: fibra in carbonio semiportante
Max speed: 80 km/h
Autonomia: minimo 50 km

Front 101

STORERO mod. A 25/35 HP

Back 101

Luigi Storero, an automobile pioneer and a member of Fiat’s first racing team along with Felice Nazzaro and Vincenzo Lancia, set up on his own in Turin in 1912. This model was brought out in 1914 and embodied several unusual features, such as the integral engine, clutch and transmission, direct-drive third and stepped-up fourth gears, and foot and hand brakes acting on the rear wheels.
Engine: 4 cilindri
Capacity: 4480 cc
Max power output: 35 CV a 2000 giri/min.
Max speed: 80 km/h
Weight: 900 kg (autotelaio)

Front 102

SCAT - CEIRANO mod. 150 S SCAT - CEIRANO mod. 150 S

(Italia 1926)

Back 102

A light vehicle built by Società Ceirano Automobili Torino (SCAT), the name taken by the company that came into being after the merger with S.A. Giovanni Ceirano, another firm of the same type established by the prolific Ceirano brothers. Also known as the Ceiranina, the original 150 was endowed with overhead timing gear in the S version to enhance its performance. Five series were produced down to 1931. Engine: 4 cilindri
Capacity: 1458 cc
Max power output: 35 CV a 3000 giri/min.
Max speed: 110 km/h
Weight: 750 (autotelaio)

Front 103

TEMPERINO mod. 8/10 HP (Italia 1920)

Back 103

In 1919, three brothers, Maurizio, Giacomo and Carlo Temperino, set up a factory in Turin to build small, two-seater runabouts powered by a two-cylinder air-cooled engine. The 8/10 HP was the firm’s first model and enjoyed a certain measure of success, both in Italy and abroad, on account of its easy handling and low running cost. A sports car version, too, chalked up a number of victories, including the Sassi-Superga (Turin) hill climb in 1919, and the 256-km Sestrières Tour in the following year at an average speed of 52.325 km/h. Engine: 2 cilindri a V
Capacity: 1010 cc
Max power output: 20 CV a 2800 giri/min.
Max speed: 65 km/h
Weight: 300 kg (autotelaio)

Front 104

FIAT mod. 509 A (Italia 1929)

Back 104

Fiat’s utility passenger car, mounting a four-cylinder engine with overhead timing and less than one-litre capacity, reaped success from 1925 to 1929. The 509 A model appeared in 1926 and was an improved version of the original model. The saloon on display has a Weymann body (invented by the Frenchman Charles Torres Weymann) with a wooden shell covered with imitation leather that provided a certain amount of “give”and noise reduction. The 509 was the first Fiat car that could be bought on hire purchase through the SAVA company. Engine: 4 cilindri
Capacity: 990 cc
Max power output: 22 CV a 3400 giri/min
Max speed: 78 km/h
Weight: 1165 kg

Front 105

FOD mod. 18 HP (Italia 1926)

Back 105

An example of the only model made by Società Fonderie Officine De Benedetti of Turin in its very short life (1925-27). It was a nimble two-seater runabout produced as a spider and a saloon with some highly innovative features, such its single-piece, cast aluminium alloy frame with steel longitudinals. There was also a small van with a 150 kg payload constructed on a longer chassis. Engine: 4 cilindri
Capacity: 565 cc
Max power output: 18 CV
Max speed: 75 km/h
Weight: 450 kg

Front 106

CHIRIBIRI telaio Milano (Italy 1922)

Back 106

Founded in Turin in 1910 by Antonio Chiribiri, a Venetian who had learnt his trade at Florentia, Zust and Isotta Fraschini, this firm began with small runabouts before moving on to more ambitious projects in 1919. Engine: 4 cylinders
Capacity: 1593 cc
Max power output: 12 bhp at 2200 rpm
Max speed: 100 km/h
Weight: 800 kg

Front 107

SAN GIUSTO mod. 750 (Italia 1924)

Back 107

SAN GIUSTO mod. 750
(Italia 1924)
San Giusto Fabbrica Automobili was a short-lived firm (1924-26) founded in Trieste, whereas its workshop were in Milan. The small car whose chassis is on display was designed by Cesare Beltrami and presented at the 1924 Milan Motor Show. Engine: 4 cilindri
Capacity: 748 cc
Max power output: 16 CV a 2200 giti/min.
Max speed: 70 km/h
Weight: 680 kg

Front 108

LANCIA mod. Lambda - telaio (Italia 1924)

Back 108

LANCIA mod. Lambda - telaio (Italia 1924) Among its many “first”, Lancia’s Lambda presented a weight-bearing, torpedo body forming a single, light and rigid union between the chassis and the shell. Its other features included the boxed boot with an antitorsion function, and the central driveshaft tunnel, which made the Lambda much lower than its contemporaries. This chassis was fitted out by Lancia as required for shows and exhibitions. It offers an even better idea of the extraordinary nature of Vincenzo Lancia’s masterpiece, which made a major contribution to the development of the modern motor car. Engine: 4 cilindri a V stretto
Capacity: 2123 cc
Max power output: 50 CV a 3250 giri/min.
Max speed: 3 marce
Weight: 425 kg (autotelaio)

Front 109

ALFA ROMEO mod. 6 C 1500 Mille Miglia Speciale (Italy 1928)

Back 109

ALFA ROMEO mod. 6 C 1500 Mille Miglia Speciale (Italy 1928) Chassis of one of Alfa Romeo’s most classic models. Designed by Vittorio Jano, one of Italy’s leading automotive engineers, this six-cylinder 1.5-litre was produced both for touring and as a sports car with Alfa’s typical twin overhead camshaft.
A Roots blower was installed on 12 units as on this example, and a similarly supercharged version carried Giuseppe Campari and Giulio Ramponi to victory in the 1928 Mille Miglia. Engine: 6 cylinder
Capacity: 1487 cc
Max power output: 76 bhp at 4800 rpm
Max speed: 140 km/h
Weight: 860 kg

Front 110

AUTOBIANCHI mod. Primula (Italy 1967)

Back 110

AUTOBIANCHI mod. Primula (Italy 1967) The first Italian-built car to have front-wheel-drive with a cross-mounted engine (the Fiat 1200), this two-door saloon was presented in 1964 bearing the Autobianchi trade mark.
The Primula was endowed with considerable sparkle, while its stylish and functional bodywork housed some way-out mechanical features (e.g. transmission in line with the driveshaft and disk brakes on all four wheels).
Its list price was 1,050,000 lire. Engine: 4-cylinders Fiat
Capacity: 1221 cc
Max power output: 59 bhp at 5400 rpm
Max speed: 135 km/h

Front 111

VOLKSWAGEN mod. Tipo 1 (Germania 1952)

Back 111

VOLKSWAGEN mod. Tipo 1 (Germania 1952) Volkswagen produced 20,710,000 of its famous Beetle (Maggiolino in Italian) cars between 1945 and 1987: a record that will be hard to beat. Designed by Ferdinand Porsche before World War II as a car for the general public to be built in a new factory at Wolfsburg, it only started to roll off the assembly lines when peace returned. Within a few years, it was the world’s bestseller thanks to its proverbial ruggedness, reliability and low running cost. Engine: posteriore 4 cilindri contrapposti raffreddato ad aria
Capacity: 1133 cc
Max power output: 25 CV a 3300 giri/min.
Max speed: 100 km/h

Front 112

AUTOBIANCHI mod. Bianchina 500 trasformabile (Italy 1959)

Back 112

AUTOBIANCHI mod. Bianchina 500 trasformabile (Italy 1959) The first non-standard automobile to be produced on an industrial level, using the mechanicals of an existing model, namely the Fiat Nuova 500. The Bianchina was an immediate success when it was presented in September 1957. This elegant little convertible, with its characteristic line and finishing touches, was to become the classy car for “special occasions”. During the period of production, from 1957 to 1969, about 300,000 cars in various version were each carefully elaborated in every detail: from the convertible to the cabriolet, from the hard top to the custom-built version, from the 4-seater to the Panoramica. Engine: rear, 2 cylinders in line
Capacity: 479 cc
Max power output: 16,5 bhp at 4000 rpm
Max speed: 90 km/h
Weight: 510 kg
Fuel consumption: 4,5 lt./100 km

Front 113

FORD mod. T (Stati Uniti 1916)

Back 113

FORD mod. T (Stati Uniti 1916) The Model T is one of history’s most famous cars. Simple, sturdy and inexpensive to run, it was the answer to Henry Ford’s wish to offer a mass-produced vehicle that would cost little to buy. It had a number of way-ahead features: pressed steel chassis, two-speed plus reverse transmission with epicyclic gears, and transverse, single-leaf front suspension. Quickly the favourite of all ranks of America society, Ford’s masterpiece remained in production from 1908 until 1927. This example is one of the 15 million that rolled off the assembly lines during those twenty years. At the end of 1999, a jury of specialised journalist chose the Ford T as the “Car of the Century” from a list of 500 models. Engine: 4 cilindri
Capacity: 2863 cc
Max power output: 20 CV a 1600 giri/min.
Max speed: 70 km/h
Weight: 950 kg

Front 114

LLOYD Alexander TS (Germania 1958)

Back 114

LLOYD Alexander TS (Germania 1958) The TS was the most carefully built version of the Alexander, the runabout passenger car manufactured by Lloyd, a member of the German Borgward group of automakers. The Alexander TS was produced from September 1958 to the end of 1961 when Borgward began to slide into the financial difficulties that led to its final disappearance from the market in 1964. The TS was a 4-seater saloon. Its characteristic features are the timing system with the camshaft in the cylinder heads, central beam chassis with platform, and independent front suspensions. Engine: 2 cilindri in linea
Capacity: 600 cc
Max power output: 50 CV a 3250 giri/min.
Max speed: 110 km/h
Raffreddamento: ad aria
Consumption: 6,2 lt./100 km

Front 115

FIAT Cinquecento Sporting Kit (Italia 1995)

Back 115

FIAT Cinquecento Sporting Kit (Italia 1995) The regulation of the Cinquecento Trophy were specially laid down to enable all drivers holding international driver and competitor licences to acquire experience in the sports sector. As for A112 Abarth Trophy, no official preparer is required: it is sufficient to purchase Abarth’s Transformation Kit to fit out the car for sports activity. Competitors are offered good reductions on car and transformation kit prices, thus greatly reducing ever-increasing competition expences and opening entries to a broader public. This single-make trophy was founded in 1993 and also held in 1994. It as aroused interest in France, Germany, Spain, Austria and Holland, were the corresponding nation trophy races are held prior to the final international meeting. Engine: 4 cilindri in linea, anteriore, trasversale
Capacity: 1121 cc
Max power output: 90 CV a 725 giri/min.
Max speed: 150 km/h
Weight: 791 kg
Trasmissione:
trazione anteriore, cambio a 5 rapporti + RM

Front 116

MASERATI mod. 250 F (Italia 1954)

Back 116

MASERATI mod. 250 F (Italia 1954) The 250 F was one of the most famous Formula 1 cars. It was designed by Gioachino Colombo and Vittorio Bellentani, and perfected by Giulio Alfieri. This model was a leading Grand Prix star from 1954 to 1960 and won countless victories in the four corners of the world. Its most successful season was in 1957, when it carried off the Argentina, Munich, France and Germany Grands Prix, and won the World Drivers’ Championship for Manuel Fangio and the Constructors’ World Championship. Engine: 6 cilindri
Capacity: 2493 cc
Max power output: 240 CV a 7200 giri/min.
Max speed: 290 km/h
Weight: 630 kg

Front 117

BUGATTI mod. 35 B (France 1929)

Back 117

BUGATTI mod. 35 B (France 1929) Milan-born Ettore Bugatti moved to Molsheim (Alsace) in France where he starter up a factory which soon became world famous. Bugatti’s technical ingeniousness in car building brought him and his racing cars fame shortly after World War I. The eight-cylinder 35B is probably the most classic model, with its mechanicals noteworthy both for their design and engineering.Its excellent racetrack record from 1925 to 1930 included the Targa Florio five times in a row, and the Grands Prix of Rome, Italy, Spain, Munich and Germany. Engine: 8 cylinders
Capacity: 2292 cc
Max power output: 135 bhp at 5300 rpm
Max speed: 160 km/h
Weight: 750 kg

Front 118

ALFA ROMEO mod.159 (Italy 1951)

Back 118

ALFA ROMEO mod.159 (Italy 1951) This is an example of the renowned Alfetta racing car that started life as the 158 in 1937 and then had its power gradually stepped up after the war to become the 159. It won a multitude of races as well as the World Championship for Nino Farina in 1950 and Juan Manuel Fangio in 1951. This admirable example of refined engineering had a straight-eight supercharged engine with a positive-displacement blower, single at first and then double-stage, while its power output was boosted to 225, 254, 310, 350 and 425 bhp, this being equivalent to a specific 283 hp/litre, a figure that was only outstripped many years later when Formula 1 engines began to be equipped with turbochargers. The model on display is a 159 with the 158 bodywork. Engine: 8 cylinders
Capacity: 1479 cc
Max power output: 425 bhp at 9300 rpm
Max speed: 305 km/h.

Front 119

ALFA ROMEO mod. 179 B (Italy 1981)

Back 119

ALFA ROMEO mod. 179 B (Italy 1981) This single-seater derived from the 177 brought Alfa Romeo back into Formula 1 racing.It is powered by a V12 at 60° engine with four 65° slanting valves per cylinder, direct electronic injection, electronic ignition, and cylinder block and heads in aluminium and magnesium alloy.The chassis is composed of aluminium and honeycomb panels, while the Kevlar bodywork was one of the most aerodynamically efficient at the time. Engine: V12
Capacity: 2995 cc
Max power output: 525 bhp a 12,300 rpm
Max speed: 300 km/h

Front 120

ALFA ROMEO 33 TT 12 (Italy 1975)

Back 120

ALFA ROMEO 33 TT 12 (Italy 1975) This is the sports car that made Alfa Romeo World Makes Champion in 1975 with seven victories in eight races: the Dijon 800 km, the Monza, Spa-Francorchamps, Pergusa, Nurburgring, Osterreichring 1000 km and the Watkins Glen 6 Hours. The car's secret was a flat, opposed twelve-cylinder 3-litre boxer engine, powerful and fully reliable, and characteristic on account of its "super-square" measurements (bore 77 mm x stroke 53.6 mm) which supplied the maximum engine power at 11,000 rpm.Aerodynamic bodywork fitted with a spoiler to boost the rear wheel grip. Engine: 12 cylinders at 180°
Capacity: 2995 cc
Max power output: 500 bhp at 11,000 rpm
Max speed: 320 km/h

Front 121

ALFA ROMEO mod. 155 V6 TI (Italia 1996)

Back 121

ALFA ROMEO mod. 155 V6 TI (Italia 1996) The 1996 International Touring Car Championship once again witnessed Opel, Mercedes and Alfa Romeo all competing at the highest possible levels of technology. Alfa Romeo just missed the title by 9 points in the last race after being neck and neck with Opel. From Hockenheim to Suzuka, 13 races of 2 heats each on tracks around the world; Alessandro Nannini, the spearhead of the Italian team, took the top step of the podium seven times being the overall driver who won the most. Engine: 6 cilindri a 90° a V
Capacity: 2499 cc
Max power output: 490 CV a 11.900 giri/min.
Max speed: oltre 300 km/h ca.
Weight: 1060 kg
Telaio:
monoscocca in acciaio con roll bar integrato, alloggiamento serbatoio posteriore in materiale composito
Cambio:
semiautomatico, comando al volante; 6 velocità + RM
Trasmissione:
4 ruote motrici; 3 differenziali a comando elettronico, frizione in carbonio

Front 122

MONACO - TROSSI mod. da competizione (Italia 1935)

Back 122

MONACO - TROSSI mod. da competizione (Italia 1935) This revolutionary racing car was the brainchild of Augusto Monaco, an engineer, and Carlo Felice Trossi, who put it through its paces during the Gran Prix at Monza in 1935. Its most outstanding feature is the two-stroke engine with sixteen cylinders arranged in two rows with a single combustion chamber for each pair of cylinders. This was front-mounted and air-cooled like an aero-engine. Another novelty for those times was front wheel drive, wich made it unnecessary to install a long transmission shaft. Engine: 16 cilindri a doppia stella
Capacity: 3982 cc
Max power output: 250 CV a 6000 giri/min
Max speed: 200 km/h.
Weight: 710 kg (autotelaio)

Front 123

TARF (Italia 1948)

Back 123

TARF (Italia 1948) A record-breaking vehicle with a twin-torpedo body composed of two separate chassis in steel tubes and hanging coverings. The one on the left was occupied by the driver, the other housed the motorcycle engine and trasmission, and the fuel tank. Other features included all-independent suspensions and chain transmission to the rear wheels. Designed and driven by Piero Taruffi, the Tarf was initially equipped with a Guzzi 500 two-cylinder engine, and then with Gilera’s 350 cc, 500cc and 550 cc four-cylinder models. It set 22 international speed records between 1948 and 1957, and others records were established by a second version built in 1951. Engine: Gilera motociclistico a 4 cilindri
Capacity: 350 cc
Max power output: 40 CV a 11.500 giri/min.
Weight: 300 kg

Front 124

FERRARI mod. 500 F2 (Italy 1952)

Back 124

FERRARI mod. 500 F2 (Italy 1952) Ferrari built a new model for the World Championship open to F2 cars in 1952 and 1953. The 500 F2 mounted a straight-4 engine designed by Aurelio Lampredi. The chassis is similar to the “375” type (two side members and cross-members, independent front wheels, rear De Dion axle, four gears integral with the differential) and its engine has twin ignition and two twin-body carburettors.It was at the wheel of this car that Alberto Ascari became World Champion in 1952 and 1953. Engine: 4 cylinders in line
Capacity: 1985 cc
Max power output: 180 bhp at 7200 rpm
Max speed: 240 km/h

Front 125

FERRARI mod. 156 F1 (Italy 1963)

Back 125

FERRARI mod. 156 F1 (Italy 1963) Changes in the Formula 1 championship regulations in 1961 (free-induction 1500 cc engines and 450 kg minimum weight) induced Ferrari to adopt F2 engines. At the same time, the single-seater was greatly altered when the engine was moved to the rear.These developments led to numerous variants of the basic V engine(first at 65° then at 120°).Cylinder heads with 4 valves and a version with a very short stroke were experimented. The Bosch injection system, with high pressure mechanical pump and in-cylinder injectors, is the most noteworthy addition. The 156 F1 won Phil Hill the world title in 1961, and carried John Surtees to victory in the German and Mediterranean Grands Prix in 1963.
Engine: V6 at 120°
Capacity: 1477 cc
Max power output: 200 bhp at 10,200 rpm
Max speed: 240 km/h.
Weight: 460 kg

Front 126

FERRARI mod. 312 T5 (Italy 1980)

Back 126

FERRARI mod. 312 T5 (Italy 1980) After Jody Schekter became World Champion Driver in 1979, Ferrari presented the T5 version in 1980 while preparing to launch the 126C fitted with a turbocharged power plant. The car bearing the number 2 (number 1 had been assigned to Schekter) was driven by Gilles Villeneuve, the driver who tragically lost his life in 1982 during the practice runs for the Belgian Grand Prix. The 312 T5 is another example of Ferrari’s series with the transverse transmission (hence the T) favoured by its design philosophy.The body is fitted with miniskirts to obtain the ground effect. Engine: rear, 12 cylinders at 180°
Capacity: 2992 cc
Max power output: 515 bhp at 12,300 rpm
Max speed: 290 km/h
Weight: 595 kg

Front 127

FERRARI 246 F1 (Italy 1960)

Back 127

FERRARI 246 F1 (Italy 1960) In 1958 the Formula 1 car was elaborated from the Dino 156 Ferrari model of 1957.The chassis structure was composed of two main tubes and other tubes of smaller diameter. Initially it mounted drum brakes and De Dion rear axle, multiple-disk clutch, 4-speed transmission and integral differential. This 1960 version, however, mounts disk brakes.It was in a 246 F1 that Mike Hawthorn won the World Championship in 1958.During 2001, the Ferrari company and the Museum restored this vehicle’s mechanicals and exterior from its original drawings and with original materials. Engine: V6
Capacity: 2417 cc
Max power output: 280 bhp at 8500 rpm
Max speed: 270 km/h

Front 128

MERCEDES BENZ mod. RW 196 (Germania 1954)

Back 128

MERCEDES BENZ mod. RW 196 (Germania 1954) In its day, this was the most innovative Formula 1 car on account of its straight-eight motor equipped with positive-drive valve timing (i.e. without return springs), two plugs per cylinder and direct injection. The RW 196 mounted two kinds of bodywork: conventional with uncovered wheels, and fully flaired for very high speed racing. This model’s first victory coincided with its debut in the Grand Prix of France held at Rheims in 1954, when Manuel Fangio and Karl Kling came first and second. It also carried Fangio to the world title in the same year and the next. Engine: 8 cilindri
Capacity: 2496 cc
Max power output: 290 CV a 8000 giri/min.
Max speed: 290 km/h
Weight: 720 kg.

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LANCIA mod. D 50 (Italia 1955)

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LANCIA mod. D 50 (Italia 1955) A Formula 1 single-seater designed by Vittorio Jano and presented towards the end of the racing season in 1954. The D 50 introduced some sensationally new features: V8 at 90° engine slanted from the car’s long axis, pressed-in cylinder liners, 4 twin-bodied carburettors, two plugs per cylinder ignition, tubular framework chassis stiffened at the front by the cylinder block which also acted as a load bearer, twin fuel tanks fitted outside the bodywork. This model started the 1955 season by winning the Turin and Posillipo Grands Prix driven by Alberto Ascari. When Ascari lost his life just a few weeks later while trying out Eugenio Castellotti’s Ferrari Sport at Monza, Lancia decided to withdraw from racing and gave Ferrari its cars and equipment. The following year Lancia-Ferrari won the world title with Manuel Fangio at the wheel. Engine: 8 cilindri a V
Capacity: 2488 cc
Max power output: 260 CV a 8000 giri/min.
Max speed: 280 km/h.
Weight: 600 kg

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NIBBIO II (Italia 1955)

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NIBBIO II (Italia 1955) A special record-breaker built by Giovanni Lurani. Independent 4-wheel suspensions and fitted with a Guzzi one-cylinder motorcycle engine, mounting Ghia bodywork. Between 1956 and 1958, the Nibbio 2 set up some international 350 cc class speed records at Monza in the hands of Giovanni Lurani, Piero Campanella and Angelo Poggio. Engine: Guzzi motociclistico a 1 cilindro
Capacity: 350 cc
Max power output: 39 CV a 7500 giri/min.
Max speed: 185 km/h.
Weight: 350 kg

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DRAGSTER (United States 1965)

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DRAGSTER (United States 1965) Dragsters were built to take part in the standing quarter-mile (402.25 metre) acceleration races that were all the rage in the United States for many years.The big and powerful engine and driver’s seat are placed at the rear to ensure the maximum grip for the driving wheels, while the chassis is reduced to a bare minimum to make the vehicle as light as possible. The braking system consists of a parachute housed in the rear of the car.The dragster on show, called The Hawaian by its maker, mounts a 7-litre V8 Chrysler Marine engine with blower. Engine: V8
Capacity: 7000 cc
Max power output: 1200 bhp
Max speed: 320 km/h.

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LANCIA mod. D 24 (Italia 1953)

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LANCIA mod. D 24 (Italia 1953) The last of a series built by Lancia for sports car competition, the D 24 carried Manuel Fangio, Piero Taruffi and Eugenio Castellotti to the first three places in the 1953 Carrera Panamericana.The following year it won the Sicily Tour and the Targa Florio for Taruffi, the Mille Miglia for Alberto Ascari and the Oporto Grand Prix for Luigi Villoresi. Designed by Vittorio Jano’s technicians, the D 24 is a magnificent example of car engineering in keeping with Lancia’s long-standing tradition. Engine: 6 cilindri a V
Capacity: 3284 cc
Max power output: 245 CV a 6500 giri/min.
Max speed: 250 km/h
Weight: 740 kg

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FIAT mod. 130 HP Grand Prix (Italia 1907)

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FIAT mod. 130 HP Grand Prix (Italia 1907) This racing car mounts a mighty over-16-litre engine with overhead V at 90° valve timing.In 1907, three 130s driven by Felice Nazzaro, Vincenzo Lancia and Louis Wagner took part in the Automobile Club de France Grand Prix on the Dieppe circuit. Nazzaro came first at the extraordinay average speed of 113.612 km/h. Engine: 4 cilindri biblocco
Capacity: 16.286 cc
Max power output: 130 CV a 1600 giri/min.
Max speed: 160 km/h
Weight: 1025 kg

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FIAT mod. S 57/14 B (Italia 1914)

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FIAT mod. S 57/14 B (Italia 1914) One of the three vehicles Fiat prepared for the Automobile Club de France Grand Prix raced on the Lyon track just before World War I ( 5 july 1914) and won by Christian Lautenschlager’s Mercedes. The S 57/14 B came back to racing when peace returned and chalked up several successes. It was driven to victory in the 1919 Parma-Poggio di Berceto by Antonio Ascari, and in the 1921 Targa Florio by Guido Masetti. Motore: 4 cilindri
Cilindrata: 4492 cc
Potenza: 135 CV a 3500 giri/min.
Velocità: 145 km/h

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AQUILA ITALIANA mod. 25/30 HP (Italy 1912)

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AQUILA ITALIANA mod. 25/30 HP (Italy 1912) Aquila Italiana was founded in Turin in 1906 and remained in business until 1917. Its sound reputation rested on the avant-garde ideas of Giulio Cesare Cappa, one of the leading designers of the day, and its subsequent successes on the racetrack.A distinctive feature of the sports model is its compact engine with overhead inlet and lateral exhaust valves. The 25/30 HP was also one of the first cars to be fitted with hydraulic front dampers. Engine: 6 cylinders
Capacity: 3921 cc
Max power output: 60 bhp at 3600 rpm
Max speed: 130 km/h

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ITALA mod. 11 (Italia 1925)

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ITALA mod. 11 (Italia 1925) Designed by Giulio Cesare Cappa, this small racing car made its debut in 1925 and was one of the first single-seaters. Its leading-edge specifications included a just over 1-litre, V12 engine with Roots positive-displacement supercharger, all-independent suspension, reinforced wooden chassis and integral engine, transmission and differential. A 1500 cc version known as the 15 was also designed. Engine: 12 cilindri a V
Capacity: 1050 cc
Max power output: 60 CV a 7000 giri/min.
Max speed: 150 km/h (indicativa)

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MASERATI mod. 26B (Italia 1928)

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MASERATI mod. 26B (Italia 1928) The Maserati brothers’second racing car built at their Bologna factory, this model is derived from the 26 which made its debut when it came third in the 1927 Targa Florio driven by Alfieri Maserati.The 26 B mounts a straight-eight engine, supercharged with Roots blower and twin overhead camshaft timing. In 1928 the car won the Italian Makes Championship thanks to the skill of drivers such as Ernesto Maserati, Baconin Borzacchini, Ajmo Maggi and others. Engine: 8 cilindri
Capacity: 1980 cc
Max power output: 155 CV a 5300giri/min.
Max speed: 180 km/h.
Weight: 720 kg

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ITALA 25/35 HP (Italia 1912)

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ITALA 25/35 HP (Italia 1912) This technically conventional model was very carefully made, rugged and reliable, so much so that it was produced unchanged down to the end of 1915. Its elegant coachwork with the distinctive snake-like horn, is by Giacomo Rosso & Co., Turin. Engine: 4 cilindri
Capacity: 5401 cc
Max power output: 35 CV a 1400 giri/min.
Max speed: 75 km/h
Weight: 1150 kg (autotelaio)

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ALFA ROMEO RL SS 1926 (Italy 1926)

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ALFA ROMEO RL SS 1926 (Italy 1926)
This model was produced between 1925 and 1927 for international customers looking for top performance.It was powered by a straight-six engine,and custom-built bodies were mounted on its standard chassis. The example on display is a “spider bateau” version, so called because the tail looks like an upside-down keel, and has an aluminium bonnet and mahogany rear end.This unique bodywork was made in 1926 by Wilkinson of Long Island, New York, for a well-to-do American Alfa enthusiast. Engine: 6 cylinders in line, integral
Capacity: 2994 cc
Max power output: 83 bhp at 3600 rpm
Max speed: 130 km/h.

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FIAT mod. 520 (Italia 1928)

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The first of a long series of Fiat six-cylinder cars, the 520 is a middle-upper class vehicle mounting a six-cylinder, side-valve engine. It was also the first Italian car to have left-hand steering. A total of over 20,000 cars in the torpedo, saloon, cabriolet, spider and taxi versions of this model were placed on the market between 1927 and 1929. The saloon version cost 31,000 Lire when launched.This car has belonged to donna Virginia del Bourbon, married to Edoardo Agnelli and mother of Gianni and Umberto Agnelli. Engine: 6 cilindri
Capacity: 2244 cc
Max power output: 46 CV a 3400 giri/min.
Max speed: 90 km/h
Weight: 1280 kg

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ALFA ROMEO mod. 8C 2300 (Italy 1934)

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ALFA ROMEO mod. 8C 2300
Presented by Alfa Romeo s.p.a., Milano
(Italy 1934)
Bodywork by the Touring company on an Alfa Romeo 2300 chassis.
This powerful and very fast car appeared in both a GT and racing car version.
In the hands of leading drivers, such as Nuvolari, Borzacchini, Brivio, Sommer, Chinetti and Campari, it enjoyed a long period of success in the main road and track races, including the Mille Miglia, the Le Mans 24 hours (four years in a row), the Monte Carlo G.P. and the Targa Florio.
A 2.6-litre and a 2.9-litre version were subsequently produced.
Engine: 8 cylinders
Capacity: 2336 cc
Max power output: 155 bhp at 5200 rpm
Max speed: 180 km/h
Weight: 900 kg (chassis)

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LANCIA mod. Aurelia B 20
(Italia - 1958)

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LANCIA mod. Aurelia B 20
(Italia - 1958)
Motore: 6 cilindri a V di 60°
Cilindrata: 2500 cc
Potenza: 80 CV a 5000 giri/min.
Velocità: 165 km/h.
The Aurelia was Lancia's first new postwar car. In keeping with the company’s tradition, the model introduced some innovative feautures such as the V6 engine (the first in the world) and the new rear axle with indipendent wheels, and trasmission and brakes integral with the differential.
With its short wheelbase, more powerful engine and Pininfarina coupè bodywork, the B20 version, presented in 1951, one year after the saloon, was the first “Gran Turismo” car, though it was not longo before its superlative mechanicals brought it a long series of successes as an excellent sports car.

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ALFA ROMEO mod. Giulietta Sprint - mascherone
BODYWORK MOCK-UP
Presented by Carrozzera bertone s.a.s., Torino
(Italy 1954)

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ALFA ROMEO mod. Giulietta Sprint - mascherone
BODYWORK MOCK-UP
Presented by Carrozzera bertone s.a.s., Torino
(Italy 1954)
Wooden bodywork mock-up for the prototypes of the Alfa Romeo Giulietta Sprint coupé, one of the models that best represents Italian style and automobile engineering.
The mock-up itself is a work of art, the fruit of high-level craftsmanship and manual skills at a time when the computer was nowhere in the offing.
It was used by Bertone to design the tools and equipment needed for its volume production of the coupé’s bodywork.

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FIAT mod. 519 S
(Italia 1923)

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FIAT mod. 519 S
(Italia 1923)
This is the “souped-up” version of the de luxe 519 with the same six-cylinder engine and overhead timing presented by Fiat in 1922.
Its distinguishing features include the torpedo coachwork with deflector radiator and rakish split windscreen, shorter wheelbase and lighter weight.
Engine: 6 cilindri monoblocco
Capacity: 4766 cc
Max power output: 77 CV a 2600 giri/min.
Max speed: 126 km/h
Weight: 2350 kg

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LANCIA mod. Lambda
(Italia 1930)

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LANCIA mod. Lambda
(Italia 1930)
All the nine Lambda series had the characteristic torpedo bodywork with fold-back hood. This one belongs to the 9th series. Its elongated chassis and two central tip-down seats enabled it to carry 6-7 people.
Engine: 4 cilindri a V
Capacity: 2570 cc
Max power output: 69 CV a 3500 giri/min.
Max speed: 125 km/h

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Cisitalia 202 SMM Spider Nuvolari (Italia 1947),

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CISITALIA 202 SMM SPIDER NUVOLARI
(Italy 1947)
Named after Tazio Nuvolari, Italy’s leading prewar racing driver, who drove it in the 1947 Mille Miglia, this “speeder” was designed under the direction of Giovanni Savonuzzi, Cisitalia’s chief engineer from 1945 to 1948, in a very original style.
It has an all-alluminium bodyshell and its streamlining fins are barely noticeable on the rear mudguards. The Museum’s exhibit is one of the ten or so that still remain out of the approximately twenty built from 1947 to 1948.
Engine: stright-4 (derived from Fiat 1100)
Capacity: 1089 cc
Max. powered output: 60/65 bhp at 5500 rpm
Max. speed: 180 km/h.

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Alfa Romeo Disco Volante (Italia 1952),

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ALFA ROMEO DISCO VOLANTE
Preented by Alfa Romeo s.p.a., Milano
(Italy 1952)
The maker’s only sports car of this kind with a one-off bodywork by Touring of Milan. The car’s biconvex profile and flattened shape resemble the wing of an aeroplane.
Later on Alfa Romeo built 10 or so racing-cars mounting 2-, 3- and 3.5-litre engines derived from this experimental prototype, one of which, the 6C 3000 CM, took Manuel Juan Fangio to second place in the 1953 Mille Miglia.
Fangio was also at the wheel of a similar model when he won the 1st Supercortemaggiore Grand Prix held at Merano the same year.
Engine: 6 cylinders
Capacity: 3495 cc
Max. Power output: 246 bhp at 6500 rpm
Max. speed: 225 km/h.
Weight: 760 kg

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Lancia Flaminia Presidenziale (Italia 1961),

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LANCIA MOD. FLAMINIA PRESIDENZIALE
(Italy 1961)
The Flaminia saloon was introduced in 1957 and quickly made its mark as one of the most luxurious and refined cars of those days with its high-class interior finishings and an undreamt-of ride comfort. There were several special versions, such as the 4-seater Pininfarina coupé, the Touring coupé and cabriolet, and the Zagato coupé.
The Presidential model is a cabriolet-landaulet with an extra-long wheelbase made for the President of the Republic by Pininfarina in 1960 and 1961.
The only four produced were restored by Fiat Auto in 2001 and returned to President Ciampi, who generously donated one to the Turin Museum. In addition to the elongated chassis and some technical modifications, the Presidential has a special set of gear ration to suit the speed required during parades and processions.
Engine: 6 cilindri a V
Capacity: 2458 cc
Max power output: 110 CV a 5200 giri/min.
Max speed: 160 km/h

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Abarth 2400 Coupé Allemano (Italia 1964),

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ABARTH 2400 COUPÉ ALLEMANO
(Italy 1964)
Carlo Abarth (1908-79) was one of the most enterprising figures on the sports car scene. He won the world motorcycling championship five times down to 1939 before turning to the desing of racing cars and the manufacture of accessories bearing the scorpion trade mark derived from his sign of the zodiac.
In 1949, he formed the “Abarth & C.” Company (acquired by Fiat Auto in 1971). The 2400 with bodywork by Allemano of Turin is an elaboration of the mechanicals of the Fiat 2300.
The only example belonged to Carlo himself and was built for presentation at the 1964 Genova Motor Show.
Engine: 6 cylinders
Capacity: 2323 cc
Max power output: 140 bhp at a 5600 rpm
Max speed: 200 km/h.

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Alfa Romeo Touring Spider (Italia 1965),

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ALFA ROMEO MOD. 2600 TOURING SPIDER
(Italy - 1965)
Its engine, a development of the 2000, delivered 130 bhp at 5900 rpm and gave a top speed of 175 km/h.Elegant and imposing, the straight-six Alfa Romeo 2600 was presented at the Geneva Show in 1962 as a first-class comfort car.
A total of 2255 Spiders with bodywork by the Touring Co. were placed on the market between 1962 and 1965.
Engine: front, 6 cylinders in line
Capacity: 2584 cc
Max. power output: 145 bhp at 5900 rpm
Max speed: 200 km/h

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Maserati Mexico (Italy 1968),

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MASERATI MOD. MEXICO
(Italia - 1968)
A prototype of the Maserati Mexico was unveiled at the Turin Automobile Show in 1965 fitted out as a 2+2 sports saloon for a South African customer by Carrozzeria Vignale, Turin, while the final 4-seater model with a 4.7-litre engine was presented at the Paris Automobile Show the following year.
In 1969, this was joined by a 4.2 litre model with the same layout. A total of 250 Mexicos were manufactured until the model went out of production in 1973.
Motore: 8 cilindri a V di 90°
Cilindrata: 4719 cc
Potenza: 290 CV a 5500 giri/min.
Velocità: 230 km/h

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Ferrari 208 GTB Turbo (Italia 1982).

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FERRARI 208 GTB TURBO
(Italia - 1982)
Motore: posteriore trasversale a 8 cilindri
Cilindrata: 1990 cc
Potenza: 155 CV a 6800 giri/min.
Velocità: 215 km/h
In the wake of the success brought by its 308 GTB and GTS during the first half of 1980, Ferrari started producing a series of cars fitted with a V8, 2-litre engine, partly supercharged, like the one on display.
As with all others Ferraris of this capacity, the 208 GTB was solely produced for the italian market: 450 cars were built between 1981 and 1985.