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Lancia Medusa: Aerodynamic Excellence Redefined

Lancia Medusa

In response to the energy crisis, the automotive industry underwent a transformative shift in design principles, with a renewed emphasis on aerodynamics and weight efficiency. This paradigm shift became a focal point for Italdesign Giugiaro, particularly in the creation of the Lancia Medusa. Giugiaro recognized the importance of balancing aerodynamics with passenger comfort, ensuring that the pursuit of streamlined forms did not compromise the interior space.

The commitment to achieving the best compromise between aerodynamic performance (Cx) and interior roominess became a guiding principle for Giugiaro. The design approach involved meticulous attention to form layout and a rational consideration of weight distribution within the project. The result was the Lancia Medusa, a testament to the harmonious integration of aerodynamics and practical space utilization.

The journey toward the creation of the Medusa commenced in July 1979, with extensive research efforts directed towards optimizing its design. Aerodynamic tests, initiated in mid-October of the same year on the first full-scale chalk model, yielded a remarkable outcome: a coefficient of drag (Cx) of 0.255. Building upon this success, a working prototype was crafted based on the optimal chalk form derived from wind tunnel testing. The resulting Cx of 0.263 solidified the Medusa’s status as the most aerodynamic car in the world among mass-produced vehicles in 1980.

Giugiaro’s strategic decision to adopt rear-engine mechanics for the Medusa allowed for ample profiling of the front end, contributing to the exceptional aerodynamic performance achieved. Despite the elongation of the car’s overall length necessitated by this choice, the Medusa remained relatively compact at 4 meters and 40 centimeters. This blend of innovative design, aerodynamic excellence, and practical spatial considerations positioned the Lancia Medusa as a pioneering vehicle in the evolving landscape of automotive design during a critical era of change.

Aerodynamic

The pursuit of optimal aerodynamics in the design of the Lancia Medusa gave birth to a distinctive, rounded, and clean-cut exterior form, free from protrusions and rough edges that typically induce noise and turbulence. The structural elements of the bodywork, including the door frames, pillars, and window areas, were seamlessly integrated without unnecessary additions, contributing to the car’s aerodynamic efficiency.

The Medusa boasts a sleek profile with three side windows, enhancing visibility and allowing for an abundance of natural light within the cabin. Notably, the front door frame aligns seamlessly with the windscreen pillar, creating a unified and aerodynamic transition, while the rear hatch terminates at the same level as the second door. The elimination of drip channels on the roof further contributes to the smooth, uninterrupted lines of the vehicle.

Lancia Medusa

In a nod to aerodynamic principles, the side-view mirrors have been strategically repositioned to minimize drag, and the door handles are designed to be flat and flush with the surface. Even the side windows, fixed and seamlessly integrated with the outer framework, operate using electrically-operated sliding panes. The innovative sliding mechanism enables the moving part to slide forward and retract internally, enhancing the car’s overall aerodynamic efficiency.

The commitment to aerodynamics is further demonstrated by the flat and streamlined design of the wheels. Apart from the necessary openings for cooling, the wheels are free from rough edges, contributing to the cohesive and aerodynamically optimized aesthetics of the Lancia Medusa. Additionally, the use of lighter yet stronger materials in the construction of the doors not only enhances the car’s structural integrity but also increases the available room within the passenger compartment by eliminating bulky window raising mechanisms. This attention to detail showcases Giugiaro’s dedication to achieving the perfect balance between aerodynamics, functionality, and aesthetics in the Lancia Medusa.

The Design

The distinctive style of the Lancia Medusa is characterized by the sectional movement along its sides, a design feature carefully crafted by Giugiaro to achieve optimal aerodynamic efficiency. The positioning of the sill areas towards the outside serves the dual purpose of aerodynamic wheel protection and lightening the side view. Giugiaro’s design choice involved a deliberate recessing of the sections to not only reduce the main profile but also to create a visually dynamic motif that seamlessly flows from the front end and continues uninterrupted along the entire circumference of the car. While the constancy of this design element might appear excessive, it was a result of wind tunnel testing, where it proved to create no wake distortions.

A visual contrast is introduced through the use of a darker color paint that unifies the front and rear underbody bumpers and the sill area band. Adding a layer of sophistication, an orange strip serves to highlight the separation between this area and the sheet metal background.

Lancia Medusa

At the front end, the Medusa features a reinforced resin unit that serves the dual function of a bumper and a grille, showcasing Giugiaro’s commitment to both aesthetics and functionality. The luggage compartment, with a capacity of 230 dm3, is strategically designed to accommodate two cases, recognizing the sports-oriented nature of the vehicle. Giugiaro’s focus on passenger space is evident, with a thoughtful approach that prioritizes comfort without compromising on the practical aspects of storage.

The retractable headlights and the faired wiper attachment contribute to the overall streamlined design of the Medusa’s front end, minimizing rough edges and enhancing aerodynamic efficiency. Additionally, a spoiler applied to the base of the rear window serves a dual purpose—maintaining the outstanding drag coefficient and psychologically “lightening” the rear end, addressing the potential claustrophobic feeling often associated with rear-engined cars. Giugiaro’s holistic design approach seeks to enhance both the visual appeal and livable space of the Lancia Medusa, setting it apart as a unique and thoughtful sports car.

The interior

In the pursuit of optimizing the Lancia Medusa’s interior space and enhancing the driver’s experience, Giugiaro implemented innovative design elements. The window area, uninterrupted by structural elements, and the streamlined dashboard contribute significantly to creating a spacious and ergonomic passenger compartment. With a height of 1120 millimeters, the cabin offers ample headroom, while the generous 1800 mm distance between the pedals and the rear seat back aligns with the standards of longer sedans, prioritizing comfort for occupants.

Giugiaro’s commitment to a new driver-centric approach is evident in the concentrated placement of buttons and levers onto a single unit at the center of the steering wheel. This unit dynamically adjusts its position as the driver customizes the steering wheel, ensuring convenient and intuitive control access. The incorporation of ultrasound technology enables the transmission of commands without the need for complex cabling between the steering column and dashboard, a thoughtful solution arising from ergonomic studies. This design allows drivers to operate all controls without removing their hands from the wheel, enhancing both comfort and safety during driving.

Lancia Medusa

The traditional dashboard serves as a LED display for essential information, including the speedometer, rev counter, warning lights, and level gauges. A remote control device further enhances convenience, allowing users to turn off lights left accidentally on or activate parking lights from a distance. In contrast to the simplified dashboard, the Medusa introduces a sizable console/tunnel. Alongside the armrest on the door, this feature surrounds the passenger akin to a comfortable armchair, drawing inspiration from Giugiaro’s earlier concept introduced in the Lotus Esprit in 1972.

The absence of window drop mechanisms in the door panels contributes to increased shoulder and arm freedom of movement. The driver’s door incorporates electric controls for the four sliding panes and the side-view mirror, while the other doors feature the sliding pane opener button. Upholstered in treated chamois leather, the seat cushions are meticulously hooked to the seat structure, reflecting Giugiaro’s attention to both aesthetics and functionality.

Adding to the overall passenger experience, the stereo system boasts two speakers per passenger, strategically located inside the headrests at the front and within the seat backs at the rear. This meticulous attention to detail in both design and functionality underscores Giugiaro’s commitment to creating a sophisticated, comfortable, and technologically advanced driving environment within the Lancia Medusa.

Adding to the overall passenger experience, the stereo system boasts two speakers per passenger, strategically located inside the headrests at the front and within the seat backs at the rear. This meticulous attention to detail in both design and functionality underscores Giugiaro’s commitment to creating a sophisticated, comfortable, and technologically advanced driving environment within the Lancia Medusa.

Conclusions

The Lancia Medusa showcases Italdesign Giugiaro’s mastery in blending aerodynamics, passenger comfort, and technological innovation. Its sleek exterior, commodious interior, and driver-centric controls redefine automotive design standards. Giugiaro’s meticulous attention to detail and forward-thinking approach have birthed a timeless masterpiece, setting new benchmarks in both form and function. Additionally, Italdesign produced derivatives for other iconic brands, such as the DMC-24 4-door 4-seater sedan for the DeLorean Motor Company, and the Lamborghini Marco Polo concept car. The Medusa serves as a symbol of innovation and excellence in the ever-evolving realm of automotive engineering.

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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.