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The Fiat 8V

In March 1952, Fiat surprised the world at the Geneva Motor Show with the Fiat 8V. A two-seater sports car that was also designed as a racing car. What was surprising was that Fiat had not shown any interest in re-entering the racing scene up to this point. Fiat left it to other companies to convert their vehicles for racing. In its production time until 1954, 114 “8 VU’s” were built totally by Fiat and various Coachbuilder.

The origin

In 1945, Fiat began developing the Tipo 101, a four-seater vehicle that was originally intended to replace the Fiat 1100 and, in 1950, replaced the Fiat 1500 as the Fiat 1400. For the first prototype, designated as 101E1, 1.3-liter engines were provided. Dante Giacosa, at that time head of the development department for engines at Fiat, developed the engine. When the 101E1 was tested with the engine in 1946, it turned out that the power was too low and the engine had to be revised. In addition, the Fiat management decided at the end of October that it would be better to build a five-seater car and so the order was given to modify the 101E1 accordingly.

When the new requirements were issued, Giacosa, together with his employees, began developing the vehicle and engine now known as the 101E2 at the end of 1946. By May 1947 the engine had been completed. In mid-May, Fiat sent Giacosa to Detroit to study new developments in the auto sector. There he visited Budd, Chrysler and General Motors and was also allowed to look at vehicle and engine developments. Representatives of the companies explained to him that the trend was towards engines with a larger bore than stroke and that higher compression would soon be possible as the octane number of the fuel would rise (in Italy it was 65 in 1947).

Dante Giacosa

Once back in Italy, he discarded the finished engine and developed a 1.2-liter engine with a bore of 80 mm and a stroke of 60 mm. During testing, it turned out that the 1.2-liter engine delivered the same output as the discarded 1.3-liter engine. The prototype 101E2 equipped with the new engine was tested at the end of January 1948. But a short time later, Fiat decided to direct future production to the American market. It was now requested that the front of the car should have a bench seat for three people, so that a total of six people can be transported. In addition, the request was expressed to redesign the engine in such a way that it should now have a displacement of 1.3 liters and offer the possibility of being able to derive a six-cylinder V-engine. Giacosa then suggested developing either a two-liter engine as a four-cylinder in-line engine or as an eight-cylinder V-engine, as balancing a six-cylinder V-engine was very difficult. After further discussion it was decided to first produce the prototype 101E3 with a 1.4 liter engine. This was completed in October 1948 and came onto the market in 1950 as the Fiat 1400. Then began work on a car derived from it with a larger engine and space for a six-cylinder V in the engine compartment, which led to the Fiat 1900 in 1952.

Since the Fiat sales department preferred to offer a six- or eight-cylinder luxury car instead of a car derived from the engine and body of the Fiat 1400, in 1950 Giacosa began developing an engine with more than four cylinders in parallel with the work on the Fiat 1900. In his search for the right format, he sequentially rejected an in-line six-cylinder engine because it was too long, a six-cylinder V-engine because Giacosa was convinced that it would be difficult to balance and an eight-cylinder V-engine with a 90 ° fork angle because it was too wide. After some consideration, technical and other factors led him to an eight-cylinder V-engine with a fork angle of 70 °. Such an engine would not be optimally balanced, but it would be very compact.

The 8V Tipo 104

After the first tests of the finished engine with the designation Tipo 104 in the same year, it had to be revised again. The subsequent test runs were promising and so, at the request of the sales department, the wheelbase of a Fiat 1400 chassis was extended to 2850 mm and powered with it. This chassis, known as Tipo 104, was then sent to Pininfarina to build a limousine. Fears expressed in advance that the vehicle would be too big and too heavy for the engine were confirmed and the project was discontinued. Giacosa then suggested to Fiat management to build a sports car for the engine and then derive a sedan from it. The management agreed and the prototype Tipo 106 was commissioned. In order not to lose time and not to overwhelm the development department, it was decided that Siata would develop the chassis and install the mechanics and Fiat would build the engine and the body. The body was then designed by Fabio Luigi Rapi with some form and shape assistance from Giacosa. After the car was ready, Carlo Salamano helped set it up. After the presentation of the now called Fiat 8V at the Geneva Motor Show in 1952, finally production began. The Fiat 8V got its name because at the time of its making, Fiat believed Ford had a copyright on “V8”.

After 114 vehicles, production was stopped at the end of 1954 for economic reasons. There was no derivation as a sedan because it was decided that the Fiat 1900 should initially be Fiat’s top model.

Carrozzerie Speciali

The “Rapi Ottovù”

The 8V bodies for Fiat were manufactured in the company’s own body shop, Carrozzerie Speciale. The first version was built from 1952 to 1953 and then replaced by a slightly more pleasing model that was built from 1953 to 1954. Dante Giacosa preferred the model from 1952/53. From 1953, Fiat also experimented with fiberglas, but there was no series production.

Ghia

Carrozzeria Ghia Torino made 2 types of designs for the Fiat 8V.

The Ghia Fiat 8V Boano

This coupé has the chassis number 106.000042 and is a one-off. It was built in 1953 based on designs by the designer Mario Boano.

Photo courtesy of RM Auctions

The Supersonic

The Supersonic was originally a prototype based on Alfa Romeo 1900C, which was commissioned by Virgilio Conrero, a tuner for Alfa Romeo and Lancia in Turin, at the request of a Swiss for the 1953 Mille Miglia. For the body, Conrero turned to Ghia and the designer Giovanni Savonuzzi. The design impressed Ghia so much that in 1953 it was decided to produce a small series. The choice of the base fell on the Fiat 8V, and in October 1953 the first car was presented to the public at the Mondial de l’Automobile. A total of no more than 20 Supersonic were built, depending on the source up to 15 on a Fiat 8V, three on a Jaguar XK 120, one on an Aston Martin DB 2/4 Mark II. The Fiat 8V Supersonic inspired Virgil Exner for his DeSoto Adventurer II design in 1954.

Read our special about the Ghia Supersonic.

Pininfarina

The 8V Berlinetta Speciale

Pininfarina only designed and built one coupé based on the Fiat 8V in 1955. The vehicle known as the Fiat 8V Berlinetta Speciale is a one-off and was made by Fiat for Giovanni Nasi

Vignale

Vignale built a total of eight cars on the Fiat 8V. Specifically, there were five coupés, a Spider, a Coupé Corsa and the Démon Rouge design study. All vehicles were designed by Giovanni Michelotti.

The Vignale 8V’s

From 1953 Vignale produced various coupés based on the Fiat 8V. A total of five models were made of them.

The Coupè Corsa

In 1954 Vignale wanted to present at the Mondial de l’Automobile the Coupé Corsa , but the work was not finished in time. The vehicle was not presented at any motor show and was sold to Casimiro Toselli. Toselli showed the car for the first time in 1955 at the Sestriere Rally. Many races were done with the Coupé Corsa up to 1957, but never with great success. In 1957 the Fiat 8V had to be extensively repaired and, among other things, it got a new front and a new rear. The chassis bears the number 106.000052.

The 8V Spider

In 1953 Vignale presented the Fiat 8V Spider. Only one car was built. The vehicle had a very massive, continuous front bumper. Later the vehicle was redesigned on the front end and got a new paint job, the front bumper had been replaced by a split bumper and its color is now red. The Fiat 8V Spider achieved 1,120,000 € at the RM Sotheby’s auction and had the chassis number 106.000050 and the engine number 104.000 000184.

The “Red Devil”

In 1953 Vignale presented the Démon Rouge at the Turin Motor Show. It is a pure design study. Interesting details are not only the curved rear window, but also the door handles. They are integrated as chrome-plated plates in the rear roof struts. In 1955 the design won the ‘Coppa Campione d’Italia’ Concours d’Elegance and in 2004, more than 50 years later, the best of the show at the Concours d’Elegance at Palace Het Loo in Apeldoorn, Netherlands. It can be seen in the Louwman Museum in The Hague.

Zagato

In total, Zagato got 32 chassis (according to other sources 30) and at least one Spider was built.

The “Elaborata”

Basically the series Rapi 8V heavily modified by Zagato. Among other things, they got Zagato’s famous bubble roof. The vehicles are labeled “Zagato elaborazione” and are called Fiat 8V Elaborata. Only 5 were built.

Photo courtesy of Gooding & Co.

The 8VZ

Zagato presented its first coupé in early 1952. The vehicles all received lightweight bodies, which were largely made of aluminum. The interior was individually tailored to each buyer. The exterior design could also be influenced; For example, the Bubble Roof could be ordered. Some of them were used at racing events. The vehicles were sold until 1959. The vehicles are referred to as Fiat 8VZ, with the “Z” standing for Zagato.

Photo courtesy of Wouter Melissen.

The 8VZ Spider

The vehicle has the chassis number 000005. The car was originally built as a coupé by Fiat in 1952 and sold to the industrialist Franco Auricchio from Cremona. He left the coupé to the racing drivers Vincenzo Auricchio and Piero Bozzinio for the Mille Miglia 1952, in which they finished 5th in the class up to 2000 cc. He later passed the car on to racing driver Ovidio Capelli, who sent the coupe to Zagato to have a lightweight Barchetta built. The vehicle was badly damaged in an accident in Sardinia. In this condition he sold the racing car to the Leto di Priolo brothers. They sent the car back to Zagato, which built a new and different Spider body. This racing car, known as the 8VZ Spider, was used by Massimo Leto di Priolo in the Grand Prix of Sweden on August 7, 1955 in the GT class up to 2 liters. Leto di Priolo achieved 2nd place with the vehicle. The vehicle was shown on the spot sul Liston Edizione 2015 in Padova, Italy.

The Siata's

The Siata 208 CS

Siata also presented its new 208 series at the 1952 Geneva Motor Show. Since Siata had helped develop the vehicle, they were also able to present a V8 model. The main thing in common with the 8V is the engine. This was offered with power levels from 105 to 122 hp and compressions from 7.5 to 8.5: 1. Since Siata had developed the chassis for the Fiat 8V, this could also have had an impact on the 208. Production of the 208 ended at the latest when the Fiat 8V was discontinued. The bodies were built by Stabilimenti Farina (Coupè and Spider) and Balbo (only Coupè).

Renato Ambrosini President of Siata with race driver Otto Linton and the Siata 208 CS August 1952

The Bertone Siata's

In addition to the 208 series, Bertone built at least 3 one-offs with different bodies.

The Corsa Spider

In 1952 Nuccio Bertone built for himself the Corsa Spider based on the Siata 208 CS. It was designed by Franco Scaglione and was recently restored by Strada e Corsa.

Photo courtesy of Strada e Corsa

The Berlinetta 2+2

First shown at the Paris Auto Show in October 1952, then with 2 other Siatas at the New York International Motor Sports Show in April 1953, this car designed by Scaglione was sold in Chicago in 1953. This one-off, four-seat, Siata Berlina uses the Fiat derived 2.0 liter V8 engine which can also be found in the more common Fiat 8Vs, and Siata 208s. Like other one-off Italian designs, this car boasts many unique details in the head and taillight structures, and throughout the dash and doors.

The Siata 8V

The Siata 8V boasts unique details designed by Michelotti such as the doors and front and rear lights. The first time it was presented at the Paris Motor Show in the same year, then at the New York International Motor Show. Arnolt sold the car to Stuart Sherman in Illinois in 1955. It was then bought by Roy Thoressen, Minnesota who drove it for a few years, until he put it in a warehouse and for several years, it wasn’t driven. They “remembered” the Siata when a large infiltration of water and the weight of the snow caused the roof to collapse, it was 1989. It was bought in 1993 by Walter Eisenstark, still in its original conditions, but finally a real restoration could be carried out , with high quality standards. Currently, the car has found a home in Belgium.

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Stefano
Stefano
3 years ago

Sarebbe interessante approfondire le 8V Vignale, di cui la carrozzeria di una in particolare è stata riproposta pure sulla MG

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.