(IMPÉRIA) ABADAL (BUICK) automobile 1912-1930

Abadal logo 1912-1930



The Imperia-Abadal model was manufactured by Imperia under Abadal license

The Abadal was a Spanish car manufactured between 1912 and 1923, named after Francisco Abadal. Considered a fast luxury car, it was closely patterned on the Hispano Carrocera and offered in two models. One had a 3104 cc four-cylinder engine while the other had a 4521 cc six-cylinder engine.

Soon after the inception of the Abadal line, the Belgian company Impéria began building Abadals under license as Impéria-Abadals. In 1916 Abadal acquired the Buick agency, and Barcelona-built Abadals after that year had Buick power units and featured custom coachwork. These cars were called “Abadal-Buicks”. M. A. Van Roggen (formerly of Springuel) took over the Belgian operation soon after, and built around 170 more Impéria-Abadals. Among the models produced were a 2992cc 16-valve four-cylinder OHC sports model and three prototype 5630 cc straight-eights. The company ceased automobile production in 1923.

Francisco Abadal (nicknamed Paco) was a Hispano-Suiza salesman and racing driver in Barcelona. He began this enterprise in 1912, and upon its cessation became an agent of General Motors in Spain. General Motors’ plans in 1930 related to a prototype named the Abadal Continental never materialised.

Abadal Y-12 aero-engine

Abadal also produced the Abadal Y-12 aero-engine. a multiple bank in-line engine with twelve cylinders in three banks of four arranged in a Y.

1923 Abadal

1908 Abadal Chassis

1908 Abadal chassis

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Auto Avio Costruzioni 815

AAC Tipo 815

Auto Avio Costruzioni 815

Auto Avio Costruzioni 815
1940 Auto Avio Costruzioni 815

Auto Avio Costruzioni 815

AAC Visuale


Manufacturer Auto Avio Costruzioni
Production 1940
2 produced
Assembly Modena, Italy
Body and chassis
Class Sports car
Body style 2-seat barchetta
Engine 1.5 L (1496 cc) SOHC I8
Wheelbase 2,420 mm (95.3 in)
Curb weight 625 kg (1,378 lb)
Successor Ferrari 125 S

The Auto Avio Costruzioni 815 was the first car to be fully designed and built by Enzo Ferrari. Legal issues with former associates Alfa Romeo prevented Ferrari from creating the Ferrari marque. The 815 raced at the 1940 Brescia Grand Prix, where both entries failed to finish due to engine problems. One of the cars was later scrapped, while the other is currently in a car collection in Italy.


In 1938, Ferrari left Alfa Romeo after running Scuderia Ferrari as their racing division. The agreement ending their association forbade Ferrari from restarting Scuderia Ferrari within the next four years. Ferrari then founded Auto Avio Costruzioni (AAC) in Modena to manufacture aircraft parts for the Italian government

In December 1939, AAC was commissioned by Lotario, Marquis di Modena, to build and prepare two racing cars for him and Alberto Ascari to drive in the 1940 Brescia Grand Prix. The race, a successor to the Mille Miglia, was to be run in April 1940. The resulting car was named the AAC Tipo 815.


The 815 was designed and developed by ex-Alfa Romeo engineers Alberto Massimino and Vittorio Bellentani and by Enrico Nardi. The designation “815” was based on the car’s eight-cylinder, 1.5 L engine. This engine was largely based on the four-cylinder, 1.1 L engine of the 508 C Balilla 1100. In concept, it was two 508C engines placed end to end, but it used a specially designed aluminium block built by Fonderia Calzoni in Bologna for integrity and light weight and a five-bearing crankshaft and a camshaft designed and built by AAC to get the traditional straight-8 timing and balance. The engine used Fiat valve gear, cylinder heads (two 508C heads per engine), and connecting rods. The engine was high-tech for the time, with a single overhead camshaft, two valves per cylinder, and a semi-dry sump lubrication system. Four Weber 30DR2 carburettors were specified for a total output of 75 hp (56 kW) at 5500 rpm.

The 815 used a Fiat four-speed transmission with the Fiat gears replaced by gears made in-house by AAC. The transmission was integral to the engine block. The car had independent Dubonnet suspension with integral shock absorber at front, with a live axle on semi-elliptic leaf springs and hydraulic shock absorbers at the rear.

The bodywork was done by Carrozzeria Touring using Itallumag 35, an aluminium/magnesium alloy, and was done in long, flowing forms with integrated wings.[3] The bodywork weighed 119 lb (54 kg). The complete car weighed 625 kg (1,378 lb) and attained a maximum speed close to 170 km/h (110 mph).

Performance at 1940 Brescia Grand Prix

Two 815s, numbers 020 and 021, were completed and entered in the 1940 Brescia Grand Prix, which ran nine laps of a 103 miles (166 km) street circuit. Rangoni and Nardi raced in 020, while Ascari and Giuseppe Minozzi raced in 021. After leading the 1500 cc class in the first lap, Ascari’s car developed valve problems and broke down. Rangoni then took the lead, set the lap record for the class, and had a lead of more than half an hour when his engine failed after seven laps.

After the Second World War

Lotario Rangoni died during the Second World War and his brother, Rolando, inherited car no. 020. The car was scrapped in 1958.

Ascari’s car, no. 021, was sold to racer Enrico Beltracchini who raced it in 1947. After selling the car to a museum and then buying it back, Beltracchini sold it again to Mario Righini. As at 2006, Type 815 no. 021 was still in Righini’s collection.

Auto Avio Costruzioni 815

AAC tipo 815 at the Panzano Castle 2009

AAC tipo 815 at the Panzano Castle 2009

Fiat-based engine in the AAC tipo 815.

Fiat-based engine in the AAC tipo 815.

AAC Auto Avio Costruzioni 815

AAC Auto Avio Costruzioni 815





Body Style:


1949 Le Mans winning Barchetta Ferrari 166MM

 1949 Le Mans-winning barchetta:Ferrari 166MM

A barchetta (Italian pronunciation: [barˈketta], “little boat” in Italian) was originally an Italian style of open 2-seater sports car which was built for racing. Weight and wind resistance were kept to a minimum, and any unnecessary equipment or decoration were sacrificed in order to maximize performance.

Although most barchettas were made from the late 1940s through the 1950s, the style has occasionally been revived by small-volume manufacturers and specialist builders in recent years.

Typically handmade in aluminium on a tubular frame, the classic barchetta body is devoid of bumpers or any weather equipment such as a canvas top or sidescreens, and has no provision for luggage. Some barchettas have no windscreen; others, a shallow racing-type screen or aero screen(s).

The classic barchetta either had no doors, in which case entry and exit entailed stepping over the side of the car, or very small doors without exterior handles.

Origin and examples

Giovanni Canestrini, when editor of La Gazzetta dello Sport, a popular Italian sporting newspaper, was the first to use the term “barchetta” on a car, using it to describe the new Ferrari 166MM displayed at the 1948 Turin Auto Show. The name has been associated with the model ever since.

The MM in the car’s designation stood for Mille Miglia, the race it won in 1948 and 1949. In 1949 the 166MM barchetta also won the 24 Hours of Le Mans (driven by Luigi Chinetti and Lord Selsdon) and the Targa Florio (with Clemente Biondetti and Igor Troubetzkoy), the only car ever to win all three races in the same year. It also won the 1949 Spa 24 Hours. The car’s unadorned, lightweight aluminium body was designed by Carrozzeria Touring’s head of design, Carlo Felice Bianchi Anderloni.

Motor Trend Classic rated the 166MM barchetta sixth out of the ten “greatest Ferraris of all time”.

Barchetta-bodied OSCA MT4

 Barchetta-bodied OSCA MT4

The OSCA MT4, a 1452 cc, 130 bhp (97 kW) barchetta made by the Maserati brothers, was for eight years the most successful under-1500 cc sports racing car in the world.

Other, even more diminutive OSCA barchettas were powered by engines of 750 cc and 850 cc.

Giovanni Moretti, another designer and manufacturer, also made several small barchettas in the 1950s.

The 1966 Abarth 1000SP barchetta was a successful race car, and in 2007 the car design firm Carrozzeria Bertone celebrated its 95th anniversary with the Fiat Panda-based Fiat Barchetta Bertone, an “open-topped strictly two-seater sports car that calls to mind the Italian racing cars of the 1950s. In this case, the design explicitly cites the Fiat 500 with the barchetta bodywork created by the young Nuccio Bertone in 1947 as a one-off for his personal use in races […and] projects the concept of the barchetta, a historic icon in the legend of Italian motorsports, into the future with purposeful elegance and sophisticated irony.”

Ferrari 550 Barchetta

 Ferrari 550 Barchetta

Ferrari revived the name in 2001 for their 550 Pininfarina Barchetta, which marked Pininfarina’s 70th anniversary. The car was first shown at the 2001 Salon de l’Automobile and 448 examples were built. It is “[i]n many ways…the legitimate successor to such legendary open Ferraris as the 166MM…” Designed as a roadster for use on public roads and not as a full-bred racing car, the 550 Barchetta has a rudimentary convertible top “whose mechanism is said to require strength, skill, and patience.” The top is intended only for emergency use in a sudden downpour and the manufacturer advises against using it at speeds above 70 miles per hour (110 km/h). The top “doesn’t look as if it would survive the sacrilege of an automatic carwash.” The list price of the 550 Barchetta was $245,000.

Barchetta-style Renault Spider 1st Gen

 Barchetta-style Renault Spider

The 1995-97 Renault Spider, although mid-engined, was designed very much in the barchetta style, and also in the barchetta tradition, as it was intended for racing. Renault sponsored a one-make race series for it. Although the Spider is road-legal it has no weather protection, and drivers of first-series Spiders usually wear a helmet on the road as these early models were sold without the windscreen that came with the later models.

Despite its name, the 1995-2005 Fiat Barchetta was not a sports car in the barchetta style or tradition.

The A.L.C.A. VOLPE Trento Italy 1947-1949


1947 A.L.C.A. Volpe


1947 A.L.C.A. Volpe Aero Caproni, Trento ITALY 125 cc

1947 A.L.C.A. Volpe Aero Caproni, Trento ITALY 125 cc

ALCA means:

Anonima Lombarda Cabotaggio Aereo

Introduced in Italy as an even *smaller* alternative to the Fiat 500, the Volpe (fox) was met with much enthusiasm by the Italian Press.

Pre-production models had engines installed but apparently these were for display purposes only. Problems with suppliers caused problems with customers.
Despite many pre-orders and pre-payments no completed Volpes were apparently delivered.
The car was also pre-sold and marketed in Spain as the Hispano-Volpe.

1947 A.L.C.A. Volpe Aero Caproni, Trento ITALY achterkant 125 cc

Reports of an actual running Volpe being delivered to the USA in 1951 were probably the result of someone obtaining an incomplete model of the car and fitting their own motor to it. Also- a surprisingly identical car emerged briefly in 1951 called the Parvus Fox. Coincidence?

While expected to have a 125cc motor, none were probably installed and this car stays true to theVolpe as it was manufactured: It also has No Motor.

Manufacturer: Aero Caproni, Trento ITALY

Model: Volpe Motor: none! Body : Steel
Years Built: 1947 No. Cylinders: n/a Chassis: Steel Tube
No. Produced: ~10 maybe Displacement: 125 cc (alledged) Suspension Front: Leaf Spring
No. Surviving: ~1 or 2 Horsepower: 9 (alledged) Suspension Rear: Leaf Spring
Length: 2500 mm Gearbox: n/a Steering: Worm gear
Width: 1220 mm Starter: n/a Brakes: Cable
Weight: 15 kg Electrics: n/a 4 Wheels: 4.00 x 8″
Interior: Bench Ignition: n/a Top Speed: 60 km/h (claimed)