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Unveiling the Storied Legacy of Stabilimenti Farina

In the late 1800s, the Farina family, hailing from Cortanze d’Asti, embarked on a journey that would reshape the automotive landscape in Turin. Their story is one of passion, innovation, and resilience—a narrative that laid the foundation for the renowned Società Anonima Stabilimenti Industriali Giovanni Farina.

Trained at the prestigious Alessio body shop, the Farina brothers, with also Pinin (Giovanni Battista), decided to forge their own path in the automotive industry. In 1906, amidst a backdrop of economic uncertainties, they established the Giovanni Farina Industrial Plants in Corso Tortona 12 in Turin — a venture that would soon become synonymous with quality craftsmanship.

The initial focus of the Stabilimenti Farina was on the assembly of seats, or “baquets.” However, the turning point came during the economic crisis of 1908-1909, when Fiat sought a dependable partner for the construction of car bodies. Despite Fiat’s inclination to internalize all aspects of car manufacturing, they chose the Farina Plants, recognizing their stellar reputation in the face of economic adversity.

The Farina legacy, born out of resilience, became intertwined with the evolution of Turin’s automotive industry. The craftsmanship exhibited by Stabilimenti Farina went beyond mere production—it became an art form. Their commitment to excellence elevated them to a position of trust, distinguishing them as a reliable supplier in the competitive world of automobile manufacturing.

Simultaneously, Stabilimenti Farina were not only meeting industry demands but also crafting bodies for the elite clientele of Turin. Their dedication to precision and attention to detail garnered admiration, setting them apart from contemporaries struggling in the aftermath of economic upheaval.

As the automotive landscape continued to evolve, the Farina name became synonymous with innovation and reliability. Their journey from apprenticeship at Alessio to establishing an industry giant speaks volumes about the entrepreneurial spirit that defines the Farina family.

The Dawn of Excellence: Farina's Triumph with the Zero

In 1912, having earned the trust of Senator Agnelli, Giovanni’s younger brother, Battista Farina, affectionately known as “Pinin,” designed the front end of Italy’s first mass-produced car: the 12/15 Hp Zero. Senator Agnelli entrusted the construction of the car body to Stabilimenti Farina and even gifted one to Pinin himself. This marked one of the earliest instances of a coachbuilder functioning as a stylist for third parties without engaging in the mass production of the vehicle.

In 1913, Stabilimenti Farina continued their work for private clients, customizing cars to meet individual specifications. Business was booming, and the workshop on Corso Tortona found itself accumulating chassis, with work even extending into Sundays. The following year, in 1914, Stabilimenti Farina began assembling the first ALFA’s, further solidifying their reputation as skilled craftsmen in the automotive industry.

Giovanni Farina emerged as a figure of immense stature, cherished by his employees and actively involved in various social initiatives within the city of Turin. His company swiftly became one of the most significant and esteemed in Italy.

Giovanni Farina’s commitment to excellence and innovation, coupled with the artistic flair brought by Pinin, propelled Società Anonima Stabilimenti Industriali Giovanni Farina to the forefront of the automotive world. Their legacy continued to flourish, shaping not only the trajectory of their company but also leaving an indelible mark on the history of Italian automotive design. As the roaring twenties approached, the Farina family’s influence would play a pivotal role in defining the golden era of Italian automobile craftsmanship.

Forging Innovation: Farina's Journey from War to International Acclaim

During the First World War, in addition to assembling the Fiat 18BL trucks, Stabilimenti Farina also ventured into the aeronautical sector, where they acquired advanced aluminum processing techniques. After the war, they attempted to apply these techniques to automobiles, albeit unsuccessfully due to the still exorbitant costs involved. Meanwhile, Battista Pinin embarked on a study trip to the United States, where he visited Ford to learn about mass production systems.

Simultaneously, Giovanni, drawn to innovation, shifted his focus to steel sheet stamping. The installation of a press in his plant between 1920 and 1921 marked a pioneering initiative. This allowed him to organize standardized mass production, such as constructing bodies for the Temperino in several thousand units. Alongside luxury bodywork, this standardized sheet metal production prompted Giovanni Farina to acquire a specialized company, IPLA, to develop it further.

These were also the years when Stabilimenti Farina diverged from Fiat to outfit more Lancia vehicles, a decision driven more by political factors.

stabilimenti farina
Trade union demonstration during the fascist ventennio by the workers of the Stabilimenti Farina

In the 1920s, Stabilimenti Farina emerged as the leading Italian industry in the sector and became one of the most renowned Italian coachbuilders abroad. They showcased their creations at exhibitions in Paris, Berlin, and Geneva, catering to royal families and wealthy industrialists worldwide, including those in Italy. They crafted exquisite bodies for models such as the Lancia Lambda and Dilambda, Itala Tipo 61 and Tipo 65, Mercedes-Benz 630K, Isotta-Fraschini Tipo 8, Fiat 519, 520, 521, and 525, Rolls-Royce 20 Hp, Hispano-Suiza H6, SPA Tipo 25, and Alfa Romeo 6C 1750, solidifying their reputation for craftsmanship and innovation on an international scale.

In the interwar years, Farina continued to be a key player in the Italian coachbuilding scene, not only in terms of size but also as a prolific source of talent and ideas. They collaborated with the leading stylists of the time, such as Mario Revelli di Beaumont, making significant contributions to the evolution of automobiles, both aesthetically and technically. Their innovations were showcased at various national and international Concours d’Elegance, where Stabilimenti Farina consistently earned numerous awards. One notable achievement was at the 1927 Monaco Concours d’Elegance, where they secured two first prizes with a SPA 25 Landaulet and a Hispano-Suiza H6 torpedo.

Harmony and Tensions: The Evolution of Farina's Design Legacy in the 1930s

In 1928, Pietro Frua joined the design department, bringing his significant expertise to the team. By 1930, Giovanni’s younger brother, Battista, ventured out on his own founding Pinin Farina. This decision was fueled by ambition, as he sought to apply what he had learned during his journey in the United States. During these years, Stabilimenti Farina continued to benefit from the expertise of Mario Revelli di Beaumont, with whom they clinched victory at the second Concorso d’Eleganza del Lago di Como, precisely at Villa d’Este, showcasing a Lancia Dilambda Cabriolet.

In addition to crafting bodies, Stabilimenti Farina pioneered innovative systems, such as the hydraulically operated convertible roof presented at the 1933 Paris Motor Show on a Lancia Astura. They also developed a dual independent hydraulic brake system, showcasing a commitment to advancing both style and engineering in the automotive realm.

The Farina legacy continued to thrive through these years, with each creation serving as a testament to their dedication to excellence and their pivotal role in shaping the automotive industry’s future.

stabilimenti farina

Thanks to the innovative drive led by Mario Revelli di Beaumont, Stabilimenti Farina became key players in the Italian “aerodynamic revolution” alongside Viotti and Touring. Around the mid-1930s, they played a pivotal role in radically transforming the style of cars. Stunning examples, ranging from sporty sedans to cabriolets, adorned the finest chassis of the time, including Alfa Romeo 6C 2500 and 8C 2900, Fiat 1500 and 2800, and Lancia Aprilia, Augusta, and Astura. On February 1, 1936, through the decree-XIV (Decreto Ministeriale), Stabilimenti Farina, is authorized to manufacture not only small and medium-powered internal combustion engines for motorcycle use but also complete motorcycles.

Meanwhile, relations between Pietro Frua and the Farina family weren’t at their best. Giovanni Farina, in his efforts to accommodate all customer requests, frequently clashed with Pietro, who had to alter designs multiple times. Tensions rose, witnessed even by a young Giovanni Michelotti, who joined as an apprentice in 1937. The turning point came in 1939 when Pietro Frua provoked his own dismissal, almost out of spite. He parked his car in front of the entrance gate of the Corso Tortona facilities, blocking the entry and exit of vehicles from the factory courtyard. 

Pietro Frua left Stabilimenti Farina for Officine Viberti before establishing his own firm. This event marked the ascension of Giovanni Michelotti as the head of the design department, also gaining the renowned designer Mario Revelli di Beaumont. The collaboration between Michelotti and Revelli resulted in several projects, with Michelotti handling the aesthetics of the bodywork in some cases, while Revelli focused on the interiors.

In 1939, Stabilimenti Farina introduced variable travel shock absorbers, adjustable directly from the dashboard. Other sophisticated and innovative solutions, including retractable headlights, were realized on various bodies mounted on Fiat, Lancia, and Alfa Romeo chassis. One notable example was a sleek Coupe crafted for Nino Farina, showcasing the ingenuity and creativity fostered by the collaboration between Michelotti and Revelli.

Resilience Amidst Conflict: Farina's Revival and Creative Flourish Post-WWII

During the Second World War, the company was repurposed for wartime production, focusing on mechanical components—particularly braking systems—and even aircraft engines. However, the bombings heavily damaged the Corso Tortona 12 plant. Giovanni Farina, now elderly, decided to step back and leave the management of the bodywork to his sons: Attilio, who handled administration, and Nino, initially tasked with overseeing technical aspects but who ultimately gained fame as a Formula 1 champion.

stabilimenti farina

With the help of their employees, including a young Alfredo Vignale, Stabilimenti Farina rebuilt the factory and resumed the production of custom-bodied cars, primarily using the familiar Lancia Aprilia, Fiat 1100, and 1500 chassis. They also crafted numerous unique pieces on various chassis, showcasing remarkable creative vitality, thanks in part to the collaboration with Giovanni Michelotti, who was heading the design department during that period.

Post-War Renaissance: Farina's Diverse Styles and Creative Triumphs

The post-war era was a time of stylistic confusion but also marked by significant experimentation in Italian car bodywork. This was evident in the creations showcased at the first true post-war automobile exhibition in Italy: the Italian Car Bodywork Exhibition in 1947 in Milan. Thanks to Michelotti’s versatility and creativity, Stabilimenti Farina produced series of bodies in various styles, including the flamboyant designs inspired by the French school, the controversial Tank-Style bodies based on Lancia platforms, and the more modern and aerodynamic ones.

A Lancia Aprilia Spider "Tank Style" designed by Michelotti for Stabilimenti Farina

Despite the challenges of the post-war period, Stabilimenti Farina, under the guidance of the Farina family and with the creative brilliance of Giovanni Michelotti, continued to thrive, leaving an indelible mark on the automotive industry with their innovative designs and unwavering commitment to craftsmanship.

End of an Era

In 1947, Stabilimenti Farina faced the departure of their chief designer, Michelotti, who went on to work for Carrozzeria Allemano before eventually establishing his own design studio. The previous year, the company had also lost another key figure, Alfredo Vignale, who started his own coachbuilder workshop but continued collaborating with the Stabilimenti Farina, particularly on the Cisitalia project, contributing to the creation of the 202 CMM aerodynamic models and later, part of the 202 B series.

With Michelotti and Vignale no longer part of the company, the financial situation soon became untenable. Some of the projects during these years included collaborations with Ferrari (several 166 Inter and 212 Inter models) and, notably, Siata. For Ambrosini’s Siata, Farina crafted numerous special bodies based on the Fiat 1400 chassis, ranging from the sporty Daina grand tourers to long-wheelbase limousine versions.

However, this period proved challenging for luxury cars as the economic crisis took its toll. A glimmer of hope came with the contract for the Lancia Aurelia B50 Coupé, a model that found its way into Lancia’s lineup but, unfortunately, due to its high cost, did not achieve commercial success.

During this time, Franco Martinengo took charge of the design department, and although Michelotti’s stylistic influences were still apparent in his creations, the decline of Stabilimenti Farina was not attributed to a design and quality issues.

Stabilimenti Farina continued to produce some bodies for the Cisitalia 303 DF and the Siata 208 CS, including unique specimens based on Jaguar, Fiat 1100 / 1400 and Lancia Aurelia chassis. However, in 1952, they were compelled to suspend operations. Subsequently, in the following year, the company underwent a name change to SAIO (Società per Azioni Industriale Oropa). Many workers, including Franco Martinengo, found employment at Pininfarina. After experiencing the departure of key technicians and a significant portion of their skilled workforce, the ownership failed to adapt production to match the changing market demands. Moreover, the loss of major orders, such as from Ferrari, occurred because their body designs were replicated on different chassis, such as Fiat’s. This downward spiral ultimately resulted in the company declaring bankruptcy and closing its doors in 1953. Today, while the building of Stabilimenti Farina remains, only a fraction of its original structure, notably the facade, stands. It serves as a poignant reminder of a remarkable era in the history of coachbuilding.

Conclusions

The journey of Società Anonima Stabilimenti Industriali Giovanni Farina, from its roots in Cortanze d’Asti to becoming a powerhouse in Italian coachbuilding, is a tale of innovation and influence in the automotive world. Collaborations with design luminaries such as Revelli di Beaumont and Michelotti produced iconic creations. Despite economic challenges, Stabilimenti Farina continued to shape luxury automobile design. The company’s legacy lives on in rare and exquisite cars, serving as a reminder of an era where each vehicle was a unique work of art. The Farina story remains an inspiration, celebrating the enduring spirit of creativity and craftsmanship in Italian automotive excellence.

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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.