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The story of Carrozzeria Viotti

The history of Carrozzeria Viotti centers on its founder, Vittorino Viotti. He was born in 1901 and started to work at Casaro. Shortly after with his colleague and friend Torquato Tolfo, he founded their own body shop in 1921.

Viotti & Tolfo

Viotti & Tolfo opened in Via Ilarione Petitti 9, not far from the first Fiat factory in Corso Dante.

With about a dozen specialized mechanics, they built luxury bodies based on the traditions of the time that is. This includes fulfilling the desires of individual customers. Initially, it mainly deals with repairs, but around 1924-25 they are commissioned to set up the first complete bodyworks. Quickly their “linea gran Moda” (a torpedo aerodynamic body) has an absolute success and brings orders even for luxury cars. They mainly work on Fiat and Lancia chassis, but also set up some Ansaldo and aluminium Itala 61 for the Duke of Spoleto (1927).

In 1927 they acquired the Clairalpax patent from the French body shop Paul Audineau for a new lightweight construction method in alpax that allows the creation of thin roof pillars and large glass surfaces.

Thanks to a savvy combination of technical and sales abilities, Viotti & Tolfo quickly became one of the best-known brands. They won numerous awards at elegance competitions with its fittings on Fiat 520 and 525 and the Alfa Romeo 6C 1750.

the birth of Carrozzeria Viotti

However, to expand their activity further, they needed to change their approach radically. So in 1930, the company expanded its operation and organized it more industrially, under the new name of Carrozzeria Viotti. This was a necessary step to grow from high-quality craftsmanship to the excellent industrial-quality that would characterize future cars. The operation was possible with the support of the industrialist Ezio Magnanelli – who makes his Mechanical Plant available as a new headquarters. It also includes the support of two suppliers, Carlo Castiglioni – who closes his bodywork to enter the new company – and Arturo Maggiora – who instead keeps his “Martelleria” and the role of production manager at Viotti in parallel.

The first illustrious example is the splendid Fiat 525 SS sports car, which Fiat asked Viotti to produce the body in 1930. The following year saw the birth of the first car with relatively contained costs to be purchased by the middle class. It was ideal for Viotti’s standardized creation: the Fiat 508 ‘Balilla’, an attractive, modern and aerodynamic version.

the success

The Fiat 508 ‘Balilla’ was so successful that Fiat, which was late in renewing its own model, decided to insert it in line for a brief period along with its standard version.

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Viotti’s collaboration with Italy’s largest carmaker continued throughout the 1930s with the production of the standard versions of the 508 C/1100 with an open body, the elegant Cabriolet, and the sporty Spider. But the real industrial growth came shortly after the 508 “Balilla” in 1932. Viotti takes advantage of it to realize its versions, among which the aerodynamic sedan is particularly successful. As a result, Fiat temporarily puts it on the selling list waiting for his second series to be ready and has it delivered to the Polski-Fiat in Warsaw for series production. By specific request, Viotti continued to create unique models, expensive cars for private customers, as well as unique chassis for various uses.

These include the first service vehicles for EIAR, racing cars made by Siata, which were also used by Vittorio Mussolini, one of the sons of the Duce, and the record-breaking Maserati 4CM used by Giuseppe Furmanik in 1937 when he broke the record for vehicles with a 1500 cc engine.

This variety of vehicles shows how very specialized and professional Viotti’s body shop had become. With the outbreak of the Second World War, Carrozzeria Viotti was assigned the production of military versions of Lancia Aprilia and Artena, but the factory was destroyed by bombing as early as 1941. In 1946 Vittorino Viotti, in his role as President of the Carrozzieri Group of the ANFIA, tries to organize a consortium of companies for the production of a new type of car that it has developed in collaboration with Revelli: the Giardinetta.

Its wooden body was quite economical, the material was easy to find and could also be mounted on the old Fiat 1100s and Lancia Aprilias still on the road. It was a huge success, and the Giardinetta formula was soon imitated by many competitors and became a trend in a few short years. This was easy because of its wooden body, which overcomes the problem of shortage of steel in the immediate post-war period. It responds to the need for functional and low-cost vehicles to get Italian reconstruction moving. However, he cannot convince any of his colleagues, who are skeptical of the concept of a too-American car, and therefore, he starts production on his own. In the late 1940s, he also resumed the production of custom-built luxury cars, especially on the Fiat 1100 and 1500. But it is the Giardinetta who mainly occupy Viotti, which also develops them on other bases and up to the luxury products of 1951-52 on Fiat 1900. Lancia Aurelia and Alfa Romeo 6C 2500 designed by Michelotti, where the aesthetic aspect has now completely taken over with respect to functionality, transforming a vehicle born as a utilitarian into a fashion phenomenon.

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In 1951, Viotti won a contract for the first 100 pieces of the famous Lancia Aurelia B20 Gran Turismo and would also later produce the coupé version of the Appia for Pininfarina. Naturally, when Lancia decided to produce a family version of this model, it turned once again to Viotti, since the Giardinetta had become a synonym of elegance and practicality.

the decline

But Viotti could not handle the mass production, for the Aurelia B20, which was then moved by Pininfarina because Viotti risked not being able to satisfy the unexpected quantity of orders. In 1956, the Gran Luce based on the Fiat 600, was introduced. A pleasant and attractive sports car destined for the general public soon joined by the Granturismo Berlinetta based on the Fiat 1100/1200.

But Vittorino Viotti died on Christmas Evening in 1956, and the company passes in the hands of his cousin Francesco Viotti, his collaborator. In 1959 an order arrived from Lancia to build the Appia Giardinetta and, through Pininfarina, the Appia Coupé.

Production with the Viotti brand was extended with GT bodies based on Fiat 1800/2100 designed by Frua and with the Fiat 1500 Coupé Sport. To try to regain visibility, in 1961 Viotti created three concept cars based on a design by Rodolfo Bonetto – Fiat 500, 600 and 1500. At the same time, it also launches the 1300/1500 Giardinetta, which however does not stand up to the competition of the standard Fiat version. And so begins a period of crisis that leads, finally, to closure in 1964.

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the rebirth

In 2011 a group of entrepreneurs relaunched the famous Viotti brand, intending to offer expensive custom-built cars with the same philosophy of the golden age of coachbuilders. The initiative, which is linked to Maggiora and is responsible for design Emanuele Bomboi, presents its first car at the 2014 Bologna Motor Show: the Willys AW380 Berlineta, a supercar with a Porsche engine, created in collaboration with Fast Design.

Willys AW 380
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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.