www.carrozzieri-italiani.com

The ultimate italian coachbuilder site

A closer look5 April 2024 by Andreas 73 Viewed

The Lamborghini 350 GT: Ferruccio’s first street car

lamborghini 350 gt

In the mid-20th century, the automotive world witnessed the birth of a legendary marque that would go on to challenge the dominance of established sports car manufacturers. Lamborghini, primarily known for its agricultural machinery, entered the sport car market with the release of the Lamborghini 350 GT – a groundbreaking machine that set the stage for the brand’s future success. In this article, we will delve into the origins, design, and impact of the Lamborghini 350 GT, exploring its journey from conception to becoming an iconic symbol of automotive excellence.

The Lamborghini Vision: A Response to Ferrari with its V12

The genesis of the Lamborghini 350 GT can be traced back to a moment of discontent between Ferruccio Lamborghini and Enzo Ferrari. Frustrated with the shortcomings of his Ferrari 250 GT, Lamborghini, the owner of a tractor manufacturing empire, decided to venture into the world of luxury sports cars with the goal of creating a vehicle that could rival Ferrari. This ambitious endeavor led to the formation of Lamborghini Automobili in Sant’Agata Bolognese, Italy.

The inclusion of a V12 engine in the initial specifications posed significant challenges to the planning process. At that time, only Ferrari was known for producing such powerful engines for civilian use. However, in early 1962, a company called Neri & Bonacini emerged in Modena, capable of realizing chassis designs. Founded by two former Maserati technicians, they specialized in constructing sports car chassis, including one for the radical Breadvan designed by Giotto Bizzarrini as a potential “Ferrari-GTO-Killer” for Count Volpi’s Scuderia Serenissima.

During this time, Bizzarrini and Carpeggiani engaged in discussions. Bizzarrini confidently claimed he could provide a V12 engine. This led to the creation of the iconic Lamborghini twelve-cylinder engine, initially conceived as a 1.5-liter Formula 1 engine. By 1964, it entered serial production as a 3.5-liter engine and later evolved into a 6.5-liter powerhouse in 2006. While commonly attributed to Bizzarrini, questions arise regarding his expertise in engine construction, particularly given his lack of prior experience in this area.

Recent interviews with Bizzarrini, where he humorously suggested that he simply copied Ferrari’s V12 engine, seem unlikely. Instead, conversations with industry veterans paint a more plausible picture. Allegedly, Bizzarrini drew inspiration from the Maserati V12 Tipo 9, a renowned engine that had been used in Formula 1 cars driven by legends like Fangio. In early 1962, Bizzarrini attempted to place his V12 engine with the new ATS marque but was unsuccessful. He then offered it to Lamborghini, where it found a home. However, Bizzarrini himself did not design or build the engine. Instead, he recruited young engineers from Ferrari who transformed his sketches into the 3.5-liter V12, with casting parts supplied by ATS and assembly carried out by Neri & Bonacini. Nevertheless, Bizzarrini’s company managed the commercial and logistical aspects.

The credibility of this narrative is supported by testimonies from industry figures such as Dr. Adolfo Orsi from the Maserati family, Giorgio Neri of Neri & Bonacini, Gian Paolo Dallara, Lamborghini’s first chief engineer, and Bob Wallace, Lamborghini’s first test driver. Their accounts, combined with the striking resemblance between Lamborghini’s V12 and the Maserati V12, lend credence to this version of events.

The contract between Bizzarrini and Ferruccio Lamborghini outlined the development of a 3.5-liter engine capable of producing 100 horsepower per liter. A reward of 4.5 million Lire was promised, with a failure clause stipulating reduced payment for lower horsepower outputs. Despite technological limitations, the specifications remained on paper until August 1963 when the engine produced 352 brake horsepower at 8000 rpm during testing. However, it lacked the refinement needed for a luxury touring car, leading to Bizzarrini’s departure and subsequent settlement of payments by Lamborghini through legal means.

The 350 GTV

Unveiling the 350 GT

The first glimpse of Lamborghini’s ambitious project came with the unveiling of the 350 GTV prototype in 1963 at the Geneva Motor Show. Designed by Franco Scaglione, the GTV prototype showcased a design that, while captivating, underwent modifications under the supervision of Touring Superleggera. The final product, presented at the Turin Motor Show in 1964, showcased a more refined appearance with a redesigned front end, revised tail, and a tasteful elimination of pop-up headlights and flashy chrome.

The heart of the 350 GT was its 3.5-liter V12 engine, now producing 270 horsepower. The chassis, a creation of Dallara, featured a central “floor” made of larger steel tubing, providing a solid platform for the body. Four Girling disc brakes, a 5-speed manual ZF transmission, and a Salisbury differential rounded out the technical specifications. Touring of Milan handled the assembly, incorporating their Superleggera structure, while the chassis was constructed in Modena by Neri and Bonacini.

Notably, the 350 GT, initially displayed as a non-functional prototype, generated significant interest despite its incomplete state. The production run saw 135 examples of the 350 GT being built, marking the beginning of Lamborghini’s legacy in the realm of high-performance road cars.

Evolution to the 400 GT

In 1966, the 350 GT evolved into the 400 GT, showcasing Lamborghini’s commitment to continuous improvement. The most notable alterations included round double headlights, elimination of rostrums at the bumpers, and a revised grille.

The engine displacement was increased to 3929 cm³, resulting in a power boost to 320 horsepower at a lower engine speed. Technical enhancements extended to the adoption of Porsche synchronizers for the gearbox and interior modifications, including changes to the dashboard, door panels, and seats. The 400 GT was offered in both 2-seater and 2+2 configurations, with the latter gaining more popularity among enthusiasts.

Diversification: Exclusive Variants and Coachbuilt Masterpieces

Beyond the standard production models, Lamborghini utilized the 350 GT chassis to create exclusive variants in collaboration with renowned coachbuilders. These bespoke creations showcased the versatility and adaptability of the original design.

In 1965, Lamborghini partnered with Milanese coachbuilder Zagato to produce the 3500 GTZ, a sports coupe with racing-inspired lines. Featuring the 3929 cm³ engine, only two examples of this model were produced, emphasizing its rarity and exclusivity.

Photo courtesy of Diana Varga

Touring, responsible for the original 350 GT assembly, ventured into uncharted territory by creating the first convertible in Lamborghini history. Built in two examples in black and gold, the spider closely resembled its coupe counterpart. However, due to Ferruccio Lamborghini’s aversion to convertibles, this model did not progress beyond the prototype stage. It would take until 1976 with the Lamborghini Silhouette for the company to produce a convertible.

The 400 GT also served as a foundation for unique creations. An American customer commissioned a special 400 GT named Monza in 1966, designed for participation in the 24 Hours of Le Mans. After a period of obscurity, the Monza was rediscovered and restored, standing as one of the most esteemed Lamborghinis today.

Touring, before its closure in 1966, presented a one-off shooting brake based on the 400 GT chassis called the Flying Star II. This two-seater shooting brake featured distinct lines, retaining the original light clusters under additional glass covers. Despite its uniqueness, this model did not gain widespread acclaim.

Conclusion

The Lamborghini 350 GT marked the beginning of Lamborghini’s illustrious journey in the realm of high-performance road cars. From its inception as a response to Ferrari’s dominance to its evolution into the 400 GT, the 350 GT exemplified Lamborghini’s commitment to excellence and innovation. The legacy of the 350 GT lives on not only through its production models but also in the exclusive variants and coachbuilt masterpieces that showcase the brand’s adaptability and artistry. As a pioneering creation, the 350 GT set the stage for Lamborghini to become synonymous with luxury, performance, and automotive passion.

Thank you to Wolfgang Blaube for additional informations about the genesis of the Lamborghini V12.

the author

Andreas

Italian classic car enthusiast with German roots. Renowned as a respected figure in the classic car community, he serves as a jury member at various international concours d'elegance, including the Classic Gala Schwetzingen and Mantova. As a content creator, Andreas passionately shares his profound knowledge and appreciation for vintage automobiles. His heart beats for cars designed by Giovanni Michelotti, showcasing his discerning taste and dedication to preserving the timeless elegance of automotive history.

Posts You Might Like

A closer look 8 March 2024

The DeLorean DMC12, Back to the Future

The DeLorean DMC-12 is the only car model built by the DeLorean Motor Company, from 1981 to 1982.

The DMC-12 featured gullwing doors and unpainted stainless steel bodywork. About 9,200 examples of DMC-12 were produced. The car became world famous for its appearance in Robert Zemeckis’ Back to the Future film trilogy, in which a specimen was used by Dr. Emmett “Doc” Brown as the basis for his time machine.

2 Comments 402 Viewed
A closer look 9 February 2024

The Fiat Panda Destriero: A Odyssey of Creativity and Uniqueness

In the ever-evolving tapestry of automotive excellence, there exists a singular masterpiece that transcends the ordinary—the Fiat Panda Destriero. Born from the creative vision of the Stola family and brought to life by the skilled hands of designer Aldo Garnero, this coastal marvel emerged as a testament to the limitless possibilities of automotive craftsmanship. Let us embark on a detailed exploration of the Panda Destriero’s journey, from its inception as the Panda Mirage to its evolution into a symbol of seaside luxury and sophistication.

0 Comments 199 Viewed
5 1 vote
Article Rating
Subscribe
Notify of
0 Comments
Inline Feedbacks
View all comments

The early 1900s marked the birth of a new automotive concept: the station wagon. Originating in the United States around 1910, independent builders crafted wooden bodies for the chassis of Ford Model T cars. Initially conceived as commercial versions of sedan cars tailored for the working class, they were often referred to as carryalls, denoting their ability to carry a multitude of goods thanks to their spacious cargo compartments compared to traditional torpedo bodies.

In 1923, American manufacturer Star (a division of Durant Motors) made history by being the first to offer a station wagon assembled on its production line, utilizing a wooden frame bolted to the car’s body. However, these wooden structures demanded constant maintenance due to the natural expansion and contraction of wood, necessitating regular tightening of bolts and screws.

The tide turned when the Essex Closed Coach introduced the first mass-produced car with a fully enclosed steel body in 1929. Ford followed suit by officially producing Model T cars destined for wagon conversion in 1935, while General Motors unveiled its inaugural passenger transport station wagon, the Chevrolet Suburban, in 1935. This marked the onset of a wagon boom, as they were increasingly seen not only as spacious cargo haulers but also as versatile family vehicles.

One exemplary model was the 1941 Chrysler Town & Country, a luxurious wagon that positioned itself at the zenith of Chrysler’s lineup. In Europe, the first family-oriented cars emerged in the 1930s. Citroën introduced the Traction Avant Familiale in 1935, an elongated version of its Traction Avant model with three windows and a third row of seats, offering seating for nine passengers. In England, the Commer, based on the Hillman Minx Magnificent, debuted two years later.

Italy’s entry into the station wagon market came in the post-war years, courtesy of Carrozzeria Viotti‘s “functional body” design by Mario Revelli, built on the Fiat 1100 chassis. Revelli, who had previously worked on converting civilian cars into military vehicles during the war, envisioned applying similar solutions to civilian automobiles, facilitating versatile usage.

Despite its practicality, this new vehicle type faced lukewarm reception in Italy initially, perhaps due to its aesthetic resemblance to ambulances and hearses, from which it derived. Consequently, only compact family cars gained traction, as their diminutive size didn’t evoke associations with emergency or funeral vehicles.

Giardinetta or Giardiniera? Let's Clarify

Let’s clarify the distinction between the terms “Giardiniera” and “Giardinetta.” Is it accurate to label all station wagons from this era as “Giardinetta”? No, and here’s why: The debut of the first Italian family car, the Fiat 1100 Viotti Giardinetta, in 1946 marked a significant milestone. Vittorio Viotti, proud of his pioneering courage in bringing such a model to the market, had trademarked the term “Giardinetta.” Following this, other carrozzerie, such as Fissore, quickly presented their proposals. Even Fiat itself joined the competition two years later with the Fiat “Topolino” Giardiniera. 

The term “Giardiniera” was chosen to align with Viotti’s trademarked “Giardinetta,” which couldn’t be used by others. Consequently, other manufacturers adopted the term “Giardiniera,” although the public was accustomed to using “Giardinetta” due to Viotti’s early introduction of station wagons in Italy post-war. Eventually, the moniker “Metallica” was appended to these models to emphasize their metal construction rather than wood. This designation, “Giardiniera Metallica,” was primarily adopted by Francis Lombardi, Fissore, and Coriasco, distinguishing their models as contemporary interpretations of the classic station wagon, merging practicality with elegance.

Viotti: Pioneering the Giardinetta

In the aftermath of World War II, Viotti spearheaded efforts to revitalize the Italian coachbuilding industry, both within his own company and among his competitors. As a leader within the Carriage Builders Group of ANFIA (the National Fascist Association of Automobile Manufacturers, renamed the National Association of Automobile Industries), Viotti proposed the creation of a consortium to produce a new type of vehicle. This concept, developed in collaboration with stylist Mario Revelli di Beaumont, was named the Giardinetta.

The Giardinetta was a versatile vehicle designed for both passenger and cargo transport, constructed partially from wood to address the scarcity of steel immediately after the war. Its wooden body proved economical and adaptable, capable of being mounted on old Fiat 1100s and Lancia Aprilias still in use. The Giardinetta quickly gained popularity, with its formula being emulated by competitors, sparking a trend in the automotive industry within a few short years.

Despite skepticism from his colleagues, who viewed the concept as too American, Viotti forged ahead with production independently. By the late 1940s, he also resumed the production of custom-built luxury cars, particularly based on the Fiat 1100 and 1500 platforms. However, it was the Giardinetta that primarily occupied Viotti’s attention, leading to its development on various bases, including luxurious offerings such as those based on the Fiat 1900, Lancia Aurelia, and Alfa Romeo 6C 2500.

Designed mainly by Michelotti, these later iterations of the Giardinetta prioritized aesthetic appeal over functionality, transforming the utilitarian vehicle into a fashion phenomenon. Initially, other coachbuilders declined Viotti’s offer to collaborate, except for Carrozzeria Fissore of Savigliano, in the province of Cuneo. However, they later reconsidered as the Giardinetta gained immense popularity and was subsequently imitated by competitors, including Frua, Savio, Riva, and renowned Milanese firms such as Castagna, Boneschi, and Zagato with some speciments built with the Panoramica body.

The Fiat 1100 Panoramica Giardiniera by Zagato

It’s worth mentioning the station wagon based on the Fiat 1100/1200, dubbed the “Sleeping” for its ability to fold down the seats to create a space for sleeping. The last original small-series creations were the Fiat 1300/1500 Giardinetta, which didn’t achieve the anticipated success. This was partly due to Fiat’s decision to introduce its own family version of the model a few months after the sedan’s launch, offering it at lower costs and thus limiting the production of Viotti station wagons to just 50 units between the 1300 and 1500 models.

At that point, production was divided between “giardinetta” and “giardinetta metallica” convertibles, and customizations of standard vehicles. Indeed, Viotti was gradually moving away from building unique cars to focus, like other carrozzerie without their own chassis, on “American styling” standard vehicles such as the Fiat 600 and Lancia Appia, equipping them with chrome fittings and other accessories in vogue at that time across the Atlantic.

Following Vittorio Viotti’s death in 1956, the carrozzeria was engulfed in the crisis that affected manufacturers of derived cars and ultimately closed its doors for good in 1964.

The Fiat Topolino: Revolutionizing Mobility

In the aftermath of World War II, the Fiat Topolino became a symbol of resilience and adaptability in Italy. Used Topolinos were plentiful, sourced from the fields of ARAR (the Agency for Recovery and Disposal of War Surplus), with even damaged ones salvaged from bomb sites. If the bodywork was salvageable, repairs were made; if irreparable, they were transformed into racing barchettas. Topolino vans were converted into Giardinettas by adding two windows and a rear bench, offering a convenient solution to the nation’s pressing mobility needs in the post-war reconstruction era.

Once again, the visionary behind this transformation was Revelli, who, undoubtedly familiar with pre-war American woody wagons, found in Viotti the ideal collaborator to bring his ideas to fruition. The “wooden Giardinetta” phenomenon was revolutionary, addressing the chronic shortage of steel even after the war’s end. It could be constructed relatively easily and was incredibly practical, serving artisans and small traders alike for both work and family needs. Moreover, it could be fashioned from heavily damaged used cars, offering a cost-effective solution for many.

Practically every professional in the automotive sector, from large firms to small workshops, seized upon this opportunity. In 1948, even Fiat joined the fray, producing the elegant 500B Giardiniera Belvedere at the Lingotto Special Bodywork Department. However, as conditions normalized, the market gradually shifted back to traditional custom-built vehicles, although the legacy of the Topolino Giardinetta continued to resonate as a testament to ingenuity and resourcefulness during a challenging period in Italian history.

The Success of the Giardinetta

Following their initial introduction, Giardinetta vehicles experienced remarkable success, becoming sought-after commodities in various automotive circles.

Carrozzeria Monterosa emerged as a key player in the station wagon construction niche, capitalizing on the strong demand for utility vehicles during the reconstruction period. Monterosa’s station wagons, primarily constructed on Fiat 1100 and Lancia Aprilia platforms, were renowned for their quality and versatility, seamlessly transitioning from commercial to leisure use. Initially focused on Giardiniera production, Monterosa occasionally ventured into crafting ambulances, hearses, and advertising vehicles, later extending their repertoire to include models based on the new Fiat 1400 and Lancia Aurelia.

Unlike Viotti’s wooden Giardinette construction, Monterosa employed initially metal, reaping the benefits of durability and ease of maintenance. The Giardiniera’s popularity soared to such heights that it even warranted dedicated categories in prestigious concours d’elegance events, such as the “Promiscua” category.

Noteworthy examples of Giardinette success include the Fiat 1100 C Saloncino, which won an award at the 1949 Pincio Elegance Concours in Rome, the Fiat 1400 Giardinetta Viotti at the Pincio in 1950, and the already mentioned Fiat 1400 Giardinetta Monterosa at the Venice Concours d’Elegance in 1950.

Another triumph was the Moretti 600 Giardinetta, which participated in the World Raid of 120,000 kilometers across Europe, Africa, Asia, and America. Piloted by Luciano Albiero and Giulio Piccoli from June 14, 1952, to June 12, 1955, the Moretti 600 Giardinetta’s robustness was attested by having its engine sealed by a notary.

The evolution of Giardinetta variants also witnessed creative innovations, exemplified by Carrozzeria Savio’s Venilia, a convertible Giardiniera. Such adaptations underscored the Giardiniera’s evolution from utilitarian work vehicles to leisure and family-oriented automobiles, reflecting the dynamic nature of automotive design and consumer preferences during the post-war era.

Conclusion

As we conclude our exploration of the remarkable journey of the Giardinette, it’s evident that these versatile vehicles left an indelible mark on automotive history. From their humble beginnings as utilitarian workhorses to their transformation into symbols of elegance and leisure, Giardinettes embodied the resilience, creativity, and adaptability of post-war Italy.

Driven by necessity yet guided by ingenuity, craftsmen and manufacturers alike found inspiration in the Giardinette’s blend of practicality and style. From Monterosa’s sturdy metal constructions to Viotti’s iconic wooden bodies, each iteration showcased the evolving aspirations and aspirations of a nation rebuilding itself.

Whether gracing the podiums of prestigious concours d’elegance or embarking on epic transcontinental journeys, Giardinettes captivated hearts and minds, symbolizing the spirit of a generation determined to forge a brighter future.

As we bid farewell to these timeless icons, let us remember the legacy they leave behind: a testament to the power of innovation, the pursuit of excellence, and the enduring allure of Italian craftsmanship.

© 2023 Carrozzieri-italiani.com
Handcrafted with love in Italy 🇮🇹