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The story of Carrozzeria Garavini

The beginning

Eusebio Garavini was born in Forlì on the 23rd of July, 1878 from father Fortunato, and mother Clotilde Tesei. In 1899 he moved to Turin and became a factory worker for Diatto’s workshops, where, after a little while, he gained more and more responsibilities in the machining departments. He then went to work for Locati & Torretta and, in the end, after he gained his certificate as a technical director, he started working in Carrozzeria Taurus in Turin.

Carrozzeria Garavini

In 1908 he took over Carrozzeria Piemonte which was planning the production of horse carriages and frames for motorized vehicles of any kind. The company, under the direction of Garavini, obtained great results, so much so that in 1911 it turned into G. Diatto – E. Garavini & Co. Other members of the company, situated in Turin, precisely in Corso Regina Margherita, were G. and E. Diatto, G. Fissore, F. Tosa, and G.B. Ceirano.

1914 Fiat 18 BL - Photo courtesy of Fondazione Negri

The dream starts off

Diatto-Garavini’s company started its activity with fifty workers, a remarkable workforce at the time for a company that was destined to the production of luxury cars, lorries, and omnibuses; but in 1914 the number of workers doubled. At the beginning of World War I the production shifted to military vehicles and ambulances; to make up for the increasing necessity for workers it reached five hundred work units and labor was divided into two turns. In 1917 the Diatto brothers left the company which, on the 11th of April 1918 turned into s.a.s. E. Garavini & Co.

1924 Advertising Isotta Fraschini Tipo 8 Limousine Dorsay

The success

At the end of the war, the company turned back to its production for civil use: FIAT, Lancia, Isotta Fraschini and Itala took advantage of its services for the bodies of their vehicles. A vehicle created by Garavini’s creativity, which gained great success was the “belvedere”, which had a special roof that could be unfolded and folded by just one person. Among his clients, there were Benito Mussolini, King Menelik and Queen Thaitù, and other dignitaries and royals from all over Europe. In the field of industrial vehicles, the company designed and built refrigerated wagons, vehicles for public transport, and ambulances for companies in Rome and Turin.

1924 Itala Tipo 61

In 1926 the company released its first completely metallic body with a roof that could be completely opened. In 1927 the “pleumelastica superleggerissima” was exhibited in the Milan Salon, it had a suspension system made of rubber pads inserted between the body and the frame which were designed to make the drive more comfortable. The system was defined as “the only real innovation” of the Salon during those days. From the official catalog of the Milan Salon from 1928, we see that the company had sales showrooms in the main Italian cities and that it provided busses for Rome’s and Turin’s urban services. Moreover, we can see the various vehicles exhibited, among which it’s worth remembering the spider cabriolet with the FIAT 509 frame, the car with the FIAT 510 frame, and the one with the FIAT 510 frame with folding seats and a middle partition wall; but it’s also worth mentioning other vehicles on Isotta Fraschini, Itala, Lancia-Lambda frames and a Lancia omnibus on a type-long Omicron frame.

1927 Lancia Pentajota Omnibus

The vehicles exhibited at the International Milan Salon in 1930 were also highly regarded by the public. Among these is worth remembering Victoria, which was defined as one the “most beautiful interpretations of the FIAT 514”, and the powerful Lancia-Lambda cabriolet. In that year’s Milan Salon there was also a low-noise belvedere bus with a transforming body, which was a true attraction. The bus could be transformed into a closed or open bus by just one person, and the uprights had the minimum thickness and it had wide protective glasses even in the opened version. The vehicle had a unique ventilation system that made sure the air was filtered in the passenger environment and that fumes were conveyed outside even when the glasses were completely closed. Then it had an innovative system for that time which allowed the driver’s seat to slide and to be adjusted according to the driver’s needs. The seat itself could also be tipped-up, creating a single plan with the seat immediately behind it.

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Dark years and WWII

The following years, also because of the international crisis, Garavini went through serious difficulties that led it to bankruptcy in 1933. After that, it was taken over by a management company in 1935 and turned into Stabilimenti Garavini.

Photo courtesy of Garavini Torino

During World War II the facilities worked at full speed making vehicles for the army but also ambulances and motorized sleds for the ARMIR (the Italian expeditionary corps in Russia). The conflict seriously damaged the facilities and after the war, Garavini chose to focus his productive effort on busses. In 1942 Garavini patented the three-axis trolley bus on which they anchored draw, suspension, and direction gears. Among other inventions from that period, Garavini’s company made sunroofs and folding doors.

Photo courtesy of Garavini Torino

Garavini was president and general manager until his death, which happened on the 6th of May 1947.

After war and the decline

At the beginning of the Fifties, Garavini’s facilities expanded in a large triangle in the village of Vanchiglia, in Turin. After the war, Garavini’s company introduced some innovations in the production of cars, for example, they abandoned every trace of wood in the body and preferred bodies with a completely metallic shell, which had already been introduced back in 1926, they also worked towards the invention of a monocoque since, according to Garavini engineers, the ideal car had to have a weight-bearing body so that there was a greater transport capacity with less weight and with the same power. They widely used light alloy like duralumin, which undergoes simple anomic oxidation to create a superficial layer that’s extremely tough and unalterable.

1947 Fiat 1500 Trasformabile

Because of the standardization of products that occurred after the second world war, there was less interest in custom-made products. Since Garavini’s company didn’t want to lose its essence made of luxury cars with personalized details they were forced to close down in 1958.

The rebirth

To celebrate the 111 years of the Coachbuilder Garavini, 2020 the brand sees its rebirth and will us delight with new creations in the next years. Keep following us for new updates.

More info here: www.garavinitorino.com

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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.