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Alfa Romeo C52 Disco Volante – The UFO

The origin

Alfa Romeo, like many other car manufacturers, was dealing with financial problems in the post-war years. Although Alfa had always been at the top of racing events and had even won the 1951 F1 World Championship, they had to withdraw from F1 because of the new regulations for the 1952 season which required a new engine Alfa was unable to develop at the time due to the budget shortfall. This decision didn’t mean that the race department had to quit any motorsports activity, but instead, they started working on a new project, developing the sport nature of their current products. What they already had was the 1900 road car, on which the modifications started in cooperation with Carrozzeria Touring of Milan, hoping to take part later at Le Mans or Mille Miglia with, or at least sell it to other racing teams. The C52 project started under the supervision of Carlo Felice Bianchi Anderloni as the head designer.

The 1900 engine design by Gioacchino Colombo was maintained, but aluminum alloy was substituted for cast-iron, and the 4 cylinders were bored out slightly. While using the original suspension, an all-new space-frame chassis was developed for the car. What makes it special is the iconic body, designed not just to reduce the drag, but the side winds effect too. When debuted at the New York International Motor Sports Show, people noticed a strange lenticular body with large overhung fenders that reminded them of a UFO; the reason it was nicknamed “Disco Volante”, which means Flying Saucer in Italian. Featuring also a full underbody cover, this body proved to be aerodynamically efficient, both at wind-tunnel tests, and on the track with almost no lift at the top speed, when first tested at Monza.

3 spider models were made in 1952, 2 of them were modified later; one was equipped with a fixed roof and changed to a Berlinetta, while the other one narrowed down for hill-climb races, cutting off the bulging fenders. The latter was dubbed Fianchi Stretti, the Italian for Narrow-Hipped. In 1953, 2 other examples were made, this time fitted with a basic version of 6C 3000 CM race model 6-Cylinder engine, but one of them is believed to be dismantled by the company and doesn’t exist today. So did this car eventually attend any race? The answer is: No. Actually, none of the 5 examples ever raced.

4 Cars were planned to be prepared for the 1952 24 Hours of Le Mans, to be raced by the pairs: Juan Manuel Fangio / Jose Froilan Gonzalez, Franco Cortese / Consalvo Sanesi, Emmanuel de Graffenreid / Willy Daetwyler and Giulio Cabianca / Bruno Ruffo. Unfortunately the decision was cancelled before the race since there were uncertainties about its ability to endure the race, and it also had some stability problems. In fact, Disco Volante was hastily developed in a too short time to be properly tested and corrected for before the race.

Whereabouts

Today, 2 of the 1st examples with the 4 cylinder engine, the original spider (Chassis no. 1359.00001) and the coupe (Chassis no.1359.00003), are settled at the Museo Storico Alfa Romeo in Arese, Milan. The Fianchi Stretti (Chassis no. 1359.00002) is preserved in the Schlumpf collection at Musée national de l’automobile in Mulhouse, France. And finally, the 6 cylinder example (Chassis no. 1361.00011) is being kept at the Museo Nazionale dell’Automobile in Turin.

Disco Volante, a perfect combination of beauty and performance just as we expect an Alfa, and a priceless heritage of the 50s, inspired so many following Alfas, as well as other cars after. Its chassis design was used in developing later race platforms by Alfa, like the 60s well-known Tubolare Zagato (TZ). You can also detect the curves and lentil-like body form on cars like Jaguar D-Type, and later the E-Type. Carrozzeria Touring also introduced a new limited production model at the 2013 Geneva Motor Show, based on the 8C Competizione and named it after the Disco Volante to revive its name and memory.

Technical specifications

The superleggera tubular space-frame with a 2220 mm wheelbase, had a front longitudinal engine, rear wheel drive layout and was fixed on the Alfa 1900 suspension which featured double wishbone at the front and live axle connected with upper triangle A-arms and double lower longitudinal reaction arms at the rear, both using coil springs and hydraulic telescopic shock absorbers. The car also used 4 drum brakes on 16” wheels. The aerodynamic lenticular body had an astonishing drag coefficient of 0.25 which was the lowest of any car at the time. The 4-cylinder examples had a curb weight of about 735 Kg, and the 6-cylinder version around 760 Kg, thanks to the superleggera structure and exploiting light-weight alloys. The modified Alfa 1900 straight-4 all-aluminum engine was a naturally aspirated, 2-valves/cyl, chain driven DOHC, with a 2.45 mm increased bore of 85 mm, stroke of 88 mm and total displacement of 1997 cc. The compression ratio was also raised from 7.75 to 8.73:1. The Spider and the Coupe each used 2 twin-choke Weber 50 DCO 3 carburetors, but the Fianchi Stretti had 2 Weber 40 DCOE ones. These carburetors were both side-draught to have a low and flat bonnet profile. This engine could produce 158 bhp at 6500 rpm, which was transmitted to the rear wheels through a double-plate clutch, a 4-speed synchro gearbox and a limited-slip differential, able to propel the car to a top speed of around 225 Km/h.

On the other hand, the 6-cylinder one used a chassis with slightly extended wheelbase and a 3495 cc straight-6 engine. There is no official information about the engine, but that’s believed to produce between 225-240 bhp at 6000 rpm and able to give the car a top speed of around 240 Km/h.

Photos:
Alfa Romeo Automobilismo Storico,
Centro Documentazione (Arese, Milano)

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In the early 20th century, as the automotive industry rapidly evolved, comfort and performance became crucial aspects of car design. One of the most significant innovations to emerge during this time was the Weymann system, a lightweight and flexible body construction technique that greatly improved passenger comfort by reducing noise and vibration. Originally created for aircraft fuselages, the system quickly found its way into the automotive world, where it was embraced by luxury car manufacturers. Several Italian coachbuilders, such as Carrozzeria Touring, Stabilimenti Farina, Ghia, Bertone, and Zagato, adopted the Weymann system, making it a hallmark of high-end automotive design in the 1920s.

The system’s inventor, Charles Terres Weymann (1889–1976), was an early aviation pioneer with a fascinating background. Although he spoke fluent French and was generally regarded as French, Weymann was born on August 2, 1889, to a wealthy American father and French mother while they were on a cruise ship traveling to Port-au-Prince, Haiti. He earned his pilot’s license in 1909 (#24 with the American Aero Club) and soon gained fame by competing in European aviation events, including winning the Gordon Bennett Cup at Eastchurch, on the Isle of Sheppey near London, in 1911. During World War I, he worked as a test pilot for the French airplane manufacturer Nieuport, earning prestigious honors such as the Chevalier of the Legion of Honour and the Croix de Guerre. After the war, he remained in France, where his aviation background inspired him to develop a flexible automobile body based on aircraft design principles.

By 1921, Weymann had built his first motor vehicle body prototype in his small Carrosserie Weymann at No. 20 Rue Troyon in Paris. His design employed an ultra-light ash framework, joined with innovative steel plates instead of traditional mortise-and-tenon joints. The wooden frame components were separated by greaseproof paper and spacers to eliminate squeaks, while fabric coverings—typically pyroxylin-coated synthetic leathers such as DuPont’s Zapon—provided the outer skin. This multi-layered construction reduced vibration and noise, offering an unprecedented level of passenger comfort.

Weymann’s designs also included practical innovations such as adjustable seatbacks, which could be positioned to suit either upright driving or a more reclined seating preference. Patented and licensed to coachbuilders, this feature became widely popular in luxury cars of the 1920s and 1930s. To gain attention, Weymann equipped high-end European chassis—such as Voisin, Panhard, Hotchkiss, and Delage—with his fabric bodies, building a reputation for lightweight yet durable designs.

Rolls-Royce Twenty Limousine Farina
The Rolls-Royce Twenty Limousine Farina with Weymann body

While Weymann’s Paris shop could only produce a small number of bodies, his system gained widespread adoption through licensing agreements. By 1923, he had formed a British subsidiary with Rotax, and by 1925, a factory was established in Putney, London, under the name Weymann’s Motor Bodies Ltd. Licensing offices followed in New York City and Cologne, Germany. By 1926, with 123 licensees worldwide, Weymann had amassed a fortune from his patents. In Italy, Carrozzeria Touring from Milan became the official licensee for the Weymann system, solidifying its reputation as a hallmark of high-end automotive design in the country.

Weymann’s attempts to penetrate the American market culminated in a partnership with Fred Moskovics of Stutz. Together, they launched the Weymann American Body Co. in Indianapolis in 1927. Although Weymann’s system was initially met with skepticism by American bodybuilders, the lightweight, flexible design was well-suited to enhancing performance. The system’s use of materials like linoleum, felt, and synthetic leather, combined with the absence of paint, enabled significant weight reduction—an estimated 400 pounds lighter than conventional bodies—leading to improved speed, fuel efficiency, and road performance.

Weymann’s groundbreaking designs not only elevated luxury car manufacturing but also demonstrated the innovative potential of cross-disciplinary inspiration, merging the principles of aviation and automotive engineering to redefine comfort and performance in the 20th-century automobile industry.

What is the Weymann System?

The Weymann body used high-quality ash wood for its frame, connected with steel plates at flexible joints that allowed movement without compromising strength. Unlike conventional mortised joints, these steel plates avoided weak points and were virtually unbreakable. To smooth corners, small metal panels were used, while muslin, cotton batting, and a final layer of synthetic leather (commonly Zapon) or fabric were applied to the frame. Straining wires maintained the body’s shape, even during stress. The body’s fabric covering was durable and resistant to dents and scratches. Zapon, a cotton cloth coated with multiple layers of lacquer, was particularly robust, capable of withstanding impacts that would damage metal. Repairs were also simple: torn fabric could be replaced easily at a fraction of the cost of repairing metal panels, and the covering could be refreshed or replaced without exceeding the cost of a traditional paint job.

This framework was then covered with layers of fabric, offering several advantages:

Noise Reduction: The flexible joints absorbed vibrations, significantly reducing the squeaks and rattles that were common in rigid-bodied cars of the era.

Lightweight Design: The use of a fabric covering and a flexible frame made Weymann-bodied vehicles much lighter. This reduction in weight improved performance, fuel efficiency, and top speed while lowering the car’s center of gravity, enhancing both safety and handling.

Comfort: By eliminating road noise and vibrations, Weymann bodies provided a smoother, quieter ride. Additionally, the seats and floorboards were bolted directly to the car’s frame, further insulating passengers from body vibrations. Weymann cars were known for their luxurious and practical features. Doors could be closed with minimal effort, operating silently without the need for slamming. Adjustable front seats ensured a perfect driving position for passengers of all sizes, while riding comfort was further enhanced by the body’s ability to cushion road shocks. The lowered center of gravity also contributed to smoother handling and a more stable ride.

Safety: A key advantage of the Weymann body was its weight distribution. By significantly reducing the weight of the upper part of the car (above the frame), the center of gravity was lowered, making the vehicle much more stable and less prone to rollovers. Tests showed that a Weymann-bodied car, such as a Stutz, could safely tilt nearly 50% more sideways than a conventional car without overturning. Despite its light weight, the Weymann frame was incredibly strong, with parallelogram-based sections at key points (windshield, center pillar, and rear quarter pillar) providing structural integrity. These frames were so durable that they could support the car’s weight if overturned.

Appearance: Weymann-bodied cars stood out for their distinctive, European-inspired elegance. In the U.S., these bodies were most often seen on Stutz chassis, adding an aristocratic flair to the vehicles. The fabric exterior also had practical advantages: it was dent-resistant, flexible, and maintained its polished appearance with simple cleaning. Zapon’s colored lacquer coating, which penetrated through the material, ensured that the finish retained its vibrancy and durability over time.

Performance: The Weymann system’s light weight enhanced every aspect of a car’s performance. Reduced chassis strain improved acceleration, top speed, and hill-climbing ability, while also increasing gas mileage and tire life. The streamlined construction reduced wind resistance, further boosting efficiency and speed.

Durability: Despite their lightness, Weymann bodies were exceptionally durable. The tough Zapon fabric resisted ordinary bumps and shocks, and even in the event of damage, repairs were straightforward and affordable. The construction’s simplicity and modularity made Weymann cars a practical choice for long-term ownership.

The Weymann System and Italian Coachbuilders

While the Weymann system originated in France, it was quickly embraced by several Italian coachbuilders, who refined and adapted it for their luxury clients. The first Italian manufacturer to license the Weymann system was Carrozzeria Touring.

Carrozzeria Touring played a major role in popularizing the Weymann system in Italy. Touring’s lightweight yet elegant designs used the Weymann system on models like the Fiat 509 and the Alfa Romeo 6C 1500. Touring’s expertise in combining luxury with innovation made them a perfect fit for incorporating the Weymann system, which enhanced passenger comfort by reducing road noise and vibration, while still maintaining the performance expected from high-end Italian cars.

Touring stand at the 1927 Milano Salon.

Stabilimenti Farina, another key Italian coachbuilder, was quick to adopt the Weymann system, using it to enhance both the comfort and elegance of their designs. Farina’s designs, like the Lancia Lambda Faux Cabriolet Farina and the Rolls-Royce Twenty Limousine Farina, exemplified the luxurious appeal of the Weymann system. These models showcased the ability of the Weymann system to create quieter, more comfortable rides for long-distance travel while maintaining the refinement expected from such prestigious marques. The system’s ability to absorb vibrations and reduce road noise made it especially popular among elite clients seeking comfort in addition to performance.

Ghia, renowned for its stylish, elegant designs, also incorporated the Weymann system into their vehicles, including a Fiat 509. The system’s flexibility complemented Ghia’s lightweight designs, contributing to a smooth and quiet ride—important qualities for the luxury market.

Bertone also used the Weymann system for some of their creations, such as the Diatto 20. Bertone’s designs were known for their lightweight construction and aerodynamic shapes, and the Weymann system further enhanced the performance and comfort of their vehicles, aligning with the brand’s reputation for innovation.

Zagato, known for its aerodynamic and lightweight designs, was another Italian coachbuilder that embraced the Weymann system. Zagato adapted the system to models like the Itala 61, ensuring that their cars not only looked stylish but also provided a smoother, quieter driving experience thanks to the system’s unique construction.

Better Alternatives: The Kelsch System and Garavini’s Innovations

As innovative as the Weymann system was, it had its drawbacks, particularly when it came to durability and the potential for structural failure over time. In response, some coachbuilders turned to alternative systems that offered similar benefits while addressing the limitations of the Weymann system.

One of the main alternatives to the Weymann system was the Kelsch system, which was licensed in Italy by Carrozzeria Casaro. The Kelsch system utilized a different approach by anchoring the body to the chassis at three points, reducing stress and improving durability. The system featured special woods and patented fasteners, along with imitation leather over wire netting for strength. By 1928, Kelsch had introduced aluminum alloy outer panels, allowing for more advanced spray-painting techniques, making it a more resilient option than the Weymann system.

Giovanni Boneschi, known for his perfectionist approach and critical eye, was one of the coachbuilders who moved away from the Weymann system after seeing its flaws. He believed that the Weymann system, while innovative, had inherent weaknesses, particularly the fragility of the fabric covering and the tendency for the bodywork to deteriorate over time. Boneschi adopted the Kelsch system, refining it further to enhance its strength, longevity, and durability, while still maintaining the system’s lightweight and flexible characteristics. This made the Kelsch system a more reliable alternative, addressing many of the concerns he had with Weymann’s design.

Carrozzeria Garavini developed an innovative alternative to the Weymann System, addressing early car body design challenges. At the 1927 Milan Salon, it introduced the Pluemelastica and Plumacciaio systems, featuring rubber dampers between the body and chassis for improved comfort. Hailed as “the only true novelty” of the event, the Garavini system enhanced rigidity, durability, and noise reduction. Using a fabric-and-celluloid sandwich structure, it offered lightness and flexibility while solving issues like body “unhooking” under stress, a flaw in the Weymann design.

The Decline of the Weymann System

Despite the early popularity of the Weymann system, its use began to decline by the late 1920s and early 1930s. While the system offered improved comfort and performance compared to traditional coachbuilding methods, it also had significant limitations.

The Weymann system was prone to rot if not maintained properly, and its fabric covering could be easily damaged. Additionally, the system’s design was vulnerable to harsh stresses, especially on rough roads. These drawbacks made it less practical as newer, more durable body construction methods emerged.

As car manufacturers began to develop more rigid and durable body designs, the Weymann system fell out of favor, and its use was phased out within a decade.

Though the Weymann system was short-lived, it played a significant role in shaping the development of luxury car design during a pivotal period in automotive history. Today, Weymann-bodied cars are still cherished by collectors, a testament to the innovation and craftsmanship of early 20th-century coachbuilding.