This morning
Zagato revealed a first image of the Diatto Ottovù project,
a new proposal which has been inspired by two collectors on
the occasion of the brand's 100th anniversary, and which is
set to be unveiled at the Geneva Motor Show next month.
A short press
release issued along with the single image read: "The Geneva
motor show goes on - the by now classic tradition of
passionate clients of exclusive car manufacturers, which has
always stimulated the creativity of the Italian vehicle body
makers and enhanced international motor shows.
"On the occasion of the 100th anniversary of the Diatto
brand, two keen collectors turned to Zagato with the
aspiration of resurrecting past collaboration," the Zagato
press release continued. "Way back in 1921, Ugo Zagato
designed a lightweight and aerodynamic body for the Diatto
25 4DS chassis. In 2007, the Milanese Atelier with its
typically rationalist approach to a project, revamps, with a
sporty note, the artistry of one of the most historical
brands of the Italian automotive industry: Diatto. Created
in 1835 with a Perfected Wheel patent, Diatto made their
first car in 1905 and often crossed paths with Zagato in
their close collaboration with Ettore Bugatti, the Maserati
brothers and Tazio Nuvolari."
Diatto History
On 19
February 1819 King Vittorio Emanuele I proclaimed: "...the city of Turin will
be enlarged from the village of Po to the river bank." The construction of
piazza Vittorio - according to the wishes of Carlo Felice - the bridge and the
Church of Gran Madre di Dio, inaugurated on 20 May 1831, gave a new shape to the
city, the fourth time the city had been enlarged.
In 1835 a
30-year old wheelright by the name of Diatto, from the nearby farming village of
Carmagnola, settled in the city, leasing from Count Francesco Gay a small strip
of land on the right-hand bank of the River Po, for the manufacture and repair
of carriage wheels. This was the beginning of what was to become a major auto
manufacturer.
In 1861
Guglielmo Diatto purchased the land and house he had lived in for twentysix
years on the other side of the Po for 69,000 lira (deed of 5 May, signed by
notary public Guglielmo Teppati). The business was well-known at the time,
featuring in local guide books. On 8 October 1862, the company expanded
(drawings by Engineer Saverio Avenati), and was further extended in 1863, under
the supervision of the Architect Luigi Formento. The workshops were in full
swing when, on 16 October 1864, Guglielmo Diatto died at the age of sixty. The
will, dated 6 September, left the company to the founder’s four sons, Vincenzo,
Giovanni, Giovanni Battista and Pietro, the widow, Anna, and daughters Teresa,
Angela, Giuseppa and Rosa. On 31 January 1867, the women made over their assets
in the company to the male heirs.
The founder
of Diatto, one of the world’s leading manufacturers of rolling stock, was
Giovanni Battista. On 1st September 1868 the company was renamed Fratelli Diatto
(Diatto Brothers) and expansion continued along the banks of the river Po, with
the acquisition of new land covering the length of the area from the bridge
named after King Vittorio Emanuele to the iron bridge of Queen Maria Teresa. By
this time Diatto could be considered a large factory. From coach wheels, the
company had moved onto the manufacturer of coaches and then to railway rolling
stock, becoming a major supplier of the Italian Mediterranean Railway Company,
the National Railway and Tramway Company of Rome and the Paris based Compagnie
des Wagons Lits et des Grands Express Europeéns.
Vincenzo
died, unmarried, on 10 August 1880, leaving his property and assets to his
mother, brothers and sisters. Four years later, on 14 September 1884, his
brother Pietro died. For the sake of convenience the manufacturing facilities
were made over to the two remaining brothers. On 23 July
1889 Giovanni and Giovanni Battista Diatto wound up the company and divided its
properties and assets consisting of the land, manufacturing facilities and
houses in the village of Po, on 6.059 acres. With this agreement, Giovanni
Battista Diatto became the sole owner of the factory, purchasing his brother’s
shares for Itl 590,000. On 4 March 1899 Fratelli Diatto was renamed Società
Anonima Officine già Fratelli Diatto, with a share capital of Itl 3,600,000
which acquired from its President Giovanni Battista Diatto, the factory and land
on the banks of the River Po for the sum of Itl 1,145,000. Technical Director
was Dante Ferraris, the President’s son-in-law.
On 3
February 1909, in order to build a new bridge over the Po, to be named after
King Umberto I, assassinated in Monza, the Turin City Council requisitioned part
of the Diatto property. Since 1899 Diatto had been buying up land in the
Crocetta area; in 1912 the company bought the factory and land owned by auto
manufacturer Itala, the new corporate headquarters in via Rivalta 15, Orbassano. Giovanni
Battista Diatto retired at the age of seventy, appointing Engineer Ferraris, his
son-in-law, to run the company. A few years later - on 23 April 1918 - before
notary public Torretta, the company signed an agreement with Fiat, effectively a
merger, becoming the Railway division of Fiat.
The company
existed independently for 83 years, but the name Diatto continued to be used in
the auto industry due to the work of Giovanni Battista Diatto’s sons Vittorio
and Pietro (Guglielmo’s grandsons), who stipulated an agreement on 12 April 1905
between their company - Ingegneri Vittorio e Pietro Diatto-Fonde-rie Officine
Meccaniche Costruzioni in Ferro - and the Société des Établissements Adolphe
Clément-Automobiles Bayard based in Levallois Perret (Paris), for the
manufacture of French automobiles under license.
The new
company was called Società Automobili Diatto-A. Clément with a share capital of
Itl 1,500,000, of which Itl 450,000 was paid up, and duration until 30 September
1935. The company was based in Turin, with 25,000 square meters of facilities
between via Fréjus, Cesana, Revello and Moretta: 90 HP of power was installed,
supplied by 3 three-phase motors driving about 200 machine tools, for 500
workmen. Corporate headquarters was at via Fréjus 21.
The
following year the company launched the new models Turin 12/16 HP, 20/24 HP with
4-cylinder, 8/10 HP and 10/12 HP with 1,884 cc 2-cylinder engine. In 1906 a
Diatto-Clément 10/12 HP driven by Giovanni Gagliardi, won first prize in its
class in the Milan-Sanremo race and second prize in the 1 kl race. At Herkomer a
20/24 HP was awarded the Gold Medal and special plaque. Felice Buzio, driving a
Diatto-Clément 12/16 HP won the Bologna Grand Prix, and Gregorio Vercellone
driving a 20/24 HP won a number of events in the GT series Gold Cup. In 1907 the
new 4-cylinder models included the 14/18 HP (2,724 cc), 20/25 HP (3,770 cc) and
25/35 HP (4,846 cc), with annual production of around 250 cars.
Umberto
Boccioni, the futurist painter, moved to Milan in 1907 to record “...the fruits
of our industrial times” as he wrote in his diary. On 1st September, Boccioni
was at the Brescia race track, where he wrote: "It was like seeing a new
generation of heroes! Can this be so? One thing is sure: those wondrous races
represent the eternal ideal of conquest". Two weeks before, the Milan Arena had
given a hero’s welcome to the winners of the Peking-Paris race, one of the most
important events for the promotion of the cult of the automobile in Italy. The
idea - a sort of journey by Marco Polo in reverse - was put forward half
jokingly by the Director of the Paris newspaper Matin and, to his surprise, was
taken up by 25 teams.
Only 5
teams actually started the race - three from France, one from Holland and one
from Italy. Teams were required to pay 2,000 francs to the newspaper and to
arrange for the vehicle to reach Peking, as well as paying all expenses for the
race itself. A 3-wheel motor cycle ridden by Pons began the race but was soon
forced to withdraw. Italy was
represented by an Itala driven by Prince Scipione Borghese accompanied by the
mechanic and co-driver Ettore Guizzardi, and by the famous journalist Luigi
Barzini, acting as correspondent for the Corriere della Sera and Daily
Telegraph. The Prince was a meticulous man; the car was stripped down to remove
anything not strictly necessary but still weighed in at around 2 tons. The
weight was useful on the many dirt roads along the route.
At 7.30
a.m. on 10 June 1907 Guizzardi turned the crankshaft and started the engine. The
race began at 8.00 a.m. The first article written by Barzini was telegraphed
from Hong Kong, after crossing the Great Wall of China and the Gobi desert: it
was the first telegram to be sent from the Hong Kong office after 6 years of
operation. The
difficulties were enormous and practically an everyday event: rivers, the
steppes, the Urals. Frequently local craftsmen were called on to make repairs as
the cars were damaged or broke down. Very little news got through to European
newspapers and rumours were frequent and frequently absurd (for example Pons and
his mechanic were reported dead and eaten by cannibals). The return to Paris was
a triumph. After Moscow and Siberia, everything was easy. Banquets and speeches
were arranged for the final stages. The Itala led the race by thousands of
kilometers. On 10
August, 60 days after starting off, the Itala reached Paris after a journey of
10,000 miles from Peking, featuring the Gobi desert, Baikal Lake, Omsk, the
Urals, Novgorod, Moscow, St. Petersburg, Berlin, Liege and finally Paris. This
tough test for springs, suspension, the engine, tyres and brakes, was a major
success for the Italian auto industry. Domenica
del Corriere (the Sunday supplement) dedicated two covers to the race. The
second features the triumphant arrival in Milan of the winning team, met by a
crowd of over 30,000, on 16 August.
Diatto took
note and prepared a car for the St. Petersburg-Moscow race scheduled to start on
18 May 1908. 28 cars took part, but only 9 reached the destination. The Diatto
(number 25) driven by Primaversi came home sixth. These race experiences
influenced production, with heavy-duty vehicles equipped with excellent braking
systems. One example was the 4,846 cc 25/35 HP produced in 1907, with chain
transmission (conventional Cardan transmission from 1909). Although much more
expensive than previous models (Itl 16,500), this car was enormously successful
and was produced until 1910. On 30 June 1909, Vittorio and Pietro Diatto bought
out the shares of Adolphe Clément, changing the company name to Fonderie
Officine Fréjus.
All new
cars would have the famous oval Diatto badge on the radiator, a logo that was
used unchanged until the factory closed and still famous throughout the motor
racing world. (It should
be remembered that, despite the similarity with the Bugatti logo, the oval
Diatto logo was used from 1909 onwards and was submitted to the patents office
on 5 June 1919, pre-dating both the invention of the Bugatti logo in 1911 and
the registration on 1st May 1925). A few
months after becoming a fully independent company, the factory produced a new
4-cylinder 209 cc monoblock 15 HP engine, designed entirely in-house. The engine
was coupled to a 3-speed transmission plus reverse.
With the
war in Libya, the Balkan conflict and the First World War, the industrial
revolution encouraged by Prime Minister Giolitti, was given further impetus. The
war required arms and vehicles. The first reconnaissance planes and bombers were
used in Libya. Machines became part of everyday life, power and speed no longer
being thought of as unnatural or somehow devilish. In
mid-August 1905 Queen Margherita was the object of this kind of superstition.
Four shepherds in the mountains of the Aosta valley saw her aboard the Sparviero,
a convertible, followed by a second car, the Allodola, with devilish rays from
the front of the cars: they broke the headlamps with stones and the car
plummeted into a ditch, without falling further. «It could have been a
catastrophe» was the comment of Illustrazione Italiana «but it was what we will
come to call an accident». Margherita did not move, just looked at the St.
Christopher she kept with her at all times. On her prompting, St. Christopher
became the patron saint of motorists.
In 1908 the
King’s car, on route from Racconigi to Piacenza, took an unexpectedly tight
corner and finished in a ditch; the following year, near San Marino, perhaps
after brake failure, 8 motorists from Padova were killed; in 1910, on a French
race track, the Turin racing driver Giuppone, skidded off the track and was
killed; three years later a powerful car travelling near Savona collided with
two oxen. These
accidents created a partially negative atmosphere around the auto industry but
did not prevent Diatto, in 1910, from arriving at the Brooklands circuit in
England with a highly aerodynamic racing car, powered by a 15.9-litre aircraft
engine - a clear indication of the ambitions of the auto manufacturer. In 1911,
Diatto began production of a new vehicle, the 16 HP Unique Type with monoblock
2,212 cc engine and 3speed transmission. In 1912
this model was transformed into a new 18 HP Unique Type, now with 2,413 cc
engine and 4-speed gearbox; until 1915 this remained the standard car, with
slight changes to front and rear width, distance between wheels and overall
weight.
Diatto was
one of the leading manufacturers on racing circuits throughout this period. On
21 June 1914, Eugenio Silvani won a 4-lap (160-mile) race in Tuscany on the San
Pietro track from Sieve-Scarperia-Giogo-Fiorenzuola-Passo della Futa-San Pietro
and back to Sieve. The outbreak of the First World War in Italy, in May 1915,
removes the last few reservations about the use of powerful engines, now used in
the war effort. In October
1911 and January 1912, the poet Gabriele D’Annunzio had praised the war in Libya
publishing “Canzoni delle gesta d’oltremare” in the Corriere della Sera, and in
Paris, Marinetti’s “Guerra igiene del mondo” (War, hygiene for the world)
praised "...the formidable symphonies of shrapnel and crazed sculptures created
by our artillery in the enemy camp". To create these “crazed sculptures” and to
fly over Trento and Vienna to drop propaganda leaflets, industry was required to
produce aircraft and support vehicles. For the war
against Austria all available vehicles were requisitioned to move troops and
arms to the front lines, the railway network having been built entirely
defensively and serving almost no purpose in the war effort. The 3,400 vehicles
requisitioned were nonetheless insufficient, mules being used in the toughest
areas. Fiat provided the most vehicles with a new military truck called 18BL.
The war
helped convince Italy that automobiles were here to stay; this was strengthened
by the mountain terrain and shape of the peninsula which made railway building
more difficult than in other countries. Road building went ahead quickly. In
1910 62 private companies managed 1,875 miles of road; in 1912 this had gone up
to 5,235 miles, and on 30 June 1914 it was 7,344. Immediately after the
armistice a further 200 licenses were given for the construction of 3,750 more
miles, with petrol stations selling subsidized petrol below the market price. In
1924 Italy had a total of 33,000 miles of main and B roads, with GT routes and
seasonal services for spa towns and health resorts.
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In 1955, Diatto was taken over by Veglio & C. SpA and ceased to trade in its own name
after over 500 successes in world motor racing. Diatto had a 120-year history
and a well deserved reputation as high quality manufacturers of stylish,
powerful automobiles. The company had a leading role in the development of the
world automobile industry. Photos: Diatto. |
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This morning Zagato revealed a first image of the
Diatto Ottovù project, a new proposal which has been
inspired by two collectors on the occasion of the
brand's 100th anniversary, and which is set to be
unveiled at the Geneva Motor Show next month. |
|
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In 1915
Diatto began production of light trucks, converting its standard frames to
military use. These trucks proved to be strong and reliable.
During the same year, a new body shop was inaugurated in via Moretta, Turin, and two new
factories were acquired from John Newton in Turin and from Scacchi in Chivasso. On 17 March
1916 Diatto bought the majority shareholding in the Société des Moteurs Gnome et
Rhône, renamed Società Italiana Motori Gnome et Rhône, used to build famous
8-cylinder aircraft engines in cooperation with Bugatti, under the direct
control of Diatto. A further two models were also produced, the 2,724 20/25 HP
and the 3,969 cc 30/40 HP, both with 4-vertical cylinder engines.
In 1916
Enzo Ferrari and his brother Alfredo bought a red Diatto which he described in
his memoires: "Alfredo volunteered for the war; it was the time Red Cross
volunteers were taken if they had some kind of vehicle. The red 4-cylinder Diatto Torpedo we had bought went with him, to transport the wounded from the
front to hospitals". The war
changed the working class. In July 1915 Critica Sociale (Social Criticism), the
socialist magazine founded and directed by Filippo Turati, denounced the
psychological damage of workmen producing entirely for destructive purposes for
many years. "What will the consequences b," he wondered, "for the economy and
finances after the War?" The War was gearing the mechanical engineering
industry up to huge profits based on estimates for old, badly organized
artillery workshops which had now been converted into standard production lines,
with a fraction of the cost. Management chose this moment to challenge the
proletarian movement. Fiat, one
of the largest producers of war equipment, returned profits of 80% of turnover,
leading to a sevenfold increase in share capital and a tenfold increase in the
number of employees.
At the end
of the War, Diatto underwent a new change, becoming Società Anonima Fonderie
Officine Fréjus Automobili Diatto (a joint-stock company) in 1918. The following
year, its name was changed again, to Società Anonima Automobili Diatto, with a
new organisation and new corporate headquarters in Rome (only in 1920), closer
to the source of a credit of Itl 6 million (the equivalent today of Itl 300 bn)
owed by the State for war equipment manufactured by Gnome et Rhône; this debt
was never settled, creating negative repercussions throughout industry. European
factories, hit by the unexpectedly difficult conversion to a peace time footing,
also faced a chronic shortage of money and government policy which continued to
regard automobiles as useless - perhaps even damaging - luxuries, with narrow
roads and asphalt surfaces suited to no more than 20-30 mph, partly enhanced by
the aristocratic image of the automobile, the favourite playthings of Dukes,
Princes, and members of the Royal Family.
In 1928 the German auto manufacturer Ferdinand Porsche spoke in less than
friendly terms of aristocratics: "they talk about democracy but they want luxury
cars." Three years
were to pass before the first Volkswagen, the “dream car” as it was called in
September 1931 by Porsche, and a further three years went by before the first
Balilla. Three years may not be much, but they were enough to finally rid the
world of the idea of motor cars as playthings and to create the utility car for
the masses. Diatto had
just been waiting for the moment. In 1919 it had produced three new car based on
this concept: the 30 Type, on license from Bugatti, with a 1,452 cc engine with
valves and overhead camshaft, the 10 HP Type with 1,018 cc engine and 3-speed
gearbox with reverse, an early attempt to produce a utility car, and the model
25 HP 4 DA e 4 DC produced in the Gnome et Rhône factories, with 2,724 cc
engine, produced until 1922 with a slight change to the distance between the
wheels.
On 13 June
1920 a 6-lap race was held at the Mugello, in Tuscany, covering a total of 245
miles. 24 cars started the race; 5 finished. Augusto Tarabusi came second in a
Diatto, with average speed of close to 40 mph, behind Giuseppe Campari, driving
an Alfa Romeo. On 20 October the 11th Targa Florio race was held on the same
track as the year before: 4 laps of the medium circuit of Madonie, 270 miles;
Peter de Paolo and Peyron took part with their Diatto.
In November
1920, Trade Union disputes reached a peak of violence. Mechanical engineering
workers in the Fiom Union (Federazione Italiana degli Operai Metallurgici) - a
total of 160,000 factory workers led by Secretary General (and member of
Parliament) Bruno Buozzi, a reformer along the lines of Turati, and former
factory worker now at the head of the Trade Union - put in salary claims with
50% increases for women and apprentices, paid holidays of up to 12 days a year
and compensation for job loss: these were moderate demands but, in a time of
recession, owners broke off talks. Fifty thousand workers occupied factories,
supervising plant and equipment round the clock.
The
situation was extremely serious: "Anyone at that time," wrote the historian Morandi
"who looked towards the Giovi pass, down the valley towards Polcevera
and further afield, Voltri and Sestri, would have seen the red flags of the
proletariat on the rooftops of factories. The same could be said for Lecco, seen
from Resegone, and Greco milanese, towards Mirafiori, and in Biella and Brescia."
The Prime Minister Giolitti waited and the occupation of the factories burnt out
on its own.
In 1921 the
4 DS, a modified version of the 4 DC, with sports car performance and a top
speed of over 90 mph, continued the company’s racing interests. In 1921 Diatto
decided to move corporate headquarters back to Turin; the company also dedicated
more attention to motor racing and set up its own racing team. Share capital was
increased to Itl 10,000,000, a huge figure for the time, enabling Diatto to
acquire a number of new short-term projects. In 1922, Giuseppe Coda became
Technical Director, after winding up his own business, Veltro Società
Automobili, after only a few months. He brought Diatto the company’s idea for a
new 2-litre engine, used for the Diatto 20 Type. Together with the 20 S Type,
this car was enormously successful on race tracks, winning with champions such
as Tazio Nuvolari, Antonio Ascari, Diego De Sterlich, Emilio Materassi,
Baroness Avanzo, Alfieri and Ernesto Maserati, Gastone Brilli Peri, Giulio
Aymini, Tarabusi, Ghia, Cesare Schieppati and others.
The engine was slightly under 2 litres (1,995 cc), with 4 cylinders in a single
block of cast iron with inserted head housing three supports for the camshaft
controlling the interchangeable valves by rocker arms. The engine was silenced
by equalisers on the camshaft, controlled by a vertical shaft with helical
gears, also controlling the water pump, magnet, cooling fan and dynamo. The oil
pump was fitted to the gear shaft and provided oil under pressure. A high
voltage magnet was used for ignition, with manual control on the steering wheel. The
carburettor was automatic, with pedal or manual control. Cooling was by water
pump with radiator fan. The clutch was dry and had only one disc, with a series
of springs on the disc thrust device. The
four-speed gearbox had a trains balladeurs reverse gear. A shaft transmission
was used, with single universal joint and rear torque with spiral Grearson
teeth. The back end was in stamped steel. Braking was on all four wheels, with
the handbrake applied to the rear wheels or the gearbox pulley. The frame was in
C type 3 mm steel profile with rigid axis suspension with half-elliptic spring.
The Diatto
20, designed by Engineer Coda, was presented at the 1922 Milan Exhibition just
before beginning close co-operation with the Maserati brothers, test drivers of
the legendary 20 S. To get the
car ready for Monza, Alfieri and Ernesto Maserati moved to Turin. The 20 S was a
modern, reliable and particularly; driven by Meregalli, it was placed high up
the field at the 13th Targa Florio on 2 April 1922, winning the Parma-Poggio di
Berceto on 14 May. Two Diatto 20 S started the Italian Grand Prix in 1922.
Meregalli was a frequent winner of the tough Garda race, first with the standard
20 and then with the customised 20 S. Alfieri Maserati won the Autumn Grand Prix
in Monza with a 3-litre car. In 1923
Tazio Nuvolari drove a 3-litre Diatto in the Parma-Poggio di Berceto and at
races in Cremona. Alfieri Maserati won the Susa-Moncenisio, setting up a new
speed record, and drove a special 4.5-litre Diatto in the Aosta-Gran San
Bernardo event; he took part in the 14th Targa Florio with a 3-litre 20 S.
Bacini entered races on the Mugello race track with a Diatto 20 S and Giormelli
was well placed in a Diatto 20 S in Savio (first race). In Pistoia Hills, two
Diatto 20 S lined up, driven by Luigi Parenti and Gastone Brilli Peri, the
winner. In August
1923 the Alpine Cup hosted the writer and journalist Arnaldo Fraccaroli who
later published his memoir of the event, co-authored with Sonzogno, a literary
event which helped to popularise motor racing, just as Luigi Barzini had done
with his coverage of the 1907 Peking-Paris rally. Fraccaroli’s diary focuses
less on speed than on endurance. The mountain route included many places made
famous or infamous by the War: Saga, Caporetto, Tomino, the Isonzo river, the
Carso in Istria; people from Fiume waved, the Croatians did not wave. Drivers
started out at around 4.00 a.m. and covered a distance of over 300 miles a day,
in the heat and dust, up to a height of around 8,000 feet. In Tione they
received a bunch of flowers, Italian flag and a plaque reading «for the
courageous drivers on behalf of the most patriotic valley in the Trentino». 44
drivers started the rally, with only 24 finishing. Diatto was represented by no
less than 4 competitors, each of whom obtained a good final placing.
Despite the
fame and success of the auto manufacturer, Diatto was forced to stop production
on 5 November 1923, in the middle of plans to hire qualified technicians and
step up the production of sports cars for exports. The partners paid off the
company’s debts, and were provided with capital by other industrial
entrepreneurs and traders. In mid-May 1924, a new company was incorporated -
Società Anonima Autocostruzioni Diatto which took over the previous business
and immediately resumed its activities. In view of the victory of the 20 S with
long chassis, driven by Schieppati and Ferretti at the 24-hour race in Monza and
the excellent result at the Spanish Grand Prix in San Sebastian, with Alfieri
Maserati, the company went ahead with its plans to develop a Grand Prix racing
car. With the help of his brother Ernesto, Alfieri constructed a linear
8-cylinder 2-litre (1,995 cc) engine with 65.5 mm bore and 74 mm stroke.
Initially, elektron pistons were used, by they were immediately replaced with
aluminium pistons.
The
cylinder head was made of aluminium, with inserted steel caps. The cylinder
block, in aluminium, had screwed-in steel liners. The connecting rods were
tubular, with two overhead camshafts controlled by cylindrical gears. The first
tests were carried out with atmospheric feed and two or four bronze Zenith
carburettors, of 16 diameter. The engine weighed 156 kg (about 343 lb.). The
engine was fitted to a 20 S Type frame and won the Parma-Poggio di Berceto with
Alfieri Maserati. Subsequently a Roots compressor was fitted with two
pressurized Memini carburettors downstream of the compressor. A special mix of
fuel, with Avio petrol and a small quantity of benzol, was used to deliver close
to 150 HP. At the same time the company was developing the 1,995 cc 30 Type,
with strong 4-cylinder engine, overhead camshaft, valves and axles, delivering
52 HP and a top speed of over 70 mph. The car was produced successfully until
1927, when it was replaced with the 26 Type.
At the
24-hour Le Mans in 1925, Diatto entered four cars, two 25 Type and two 30 Type,
winning the 2litre category with the Garcia-Botta team, which also qualified
for the prestigious Rudge Whitworth Cup (a 2-yearly event). The 20 S driven by
François Lecot won at Limonest. On 6 September 1925, Diatto debuted with the
8-cylinder engine was driven by the impetuous Tuscan Emilio Materassi who died
three years later on the same Monza circuit, driving a Talbot. 27 spectators
were also killed in the most serious accident ever at Monza. The new Diatto
Grand Prix had a successful debut in terms of speed and agility but failed on
reliability, forcing Materassi out of the race, probably due to the lack of time
to properly test and fine-tune the engine.
The huge
development cost of the car and its failure to clinch a top place led managers
at Diatto into a period of rethinking, strengthened by the financial problems of
the Musso brothers - new and important partners at Diatto and their textile
businesses. The work
force continued to hope and produced a new model, the 35 Type, quite similar to
the 25 Type, both with a 4-cylinder 2,952 cc engine with valves and axles on
overhead camshafts, the former producing 75 HP and a top speed of 85 mph, the
latter 70 HP and a top speed of nearly 80 mph.
On 21
September 1926 Giulio Aymini won the Susa-Moncenisio with an 20 S, establish a
new record for the class. In 1927 a Diatto 30 came first in the 2,000 cc class
and sixth overall at the Brooklands 6-hour race. In 1927, two experimental cars
were prepared for the Mille Miglia, with 2-litre 8-cylinder engines and
compressor, producing 160 HP and a top speed of over 135 mph! The Mille Miglia
was the showcase the Fascist regime intended to use to attract world attention
to Italy. As Gioventù
Fascista (Fascist Youth) wrote: "...the roads have been so well restored by
Fascism, that it is now possible to drive through half Italy and back in one
stage, at an average speed of 110 kph (68.75 mph)." Hence "...Fascist Italy is a
breeding ground of energy, science, engineering, work,
organisation, sport." The Mille Miglia became one of the
world’s foremost sporting events until the tragic accident which killed Alfonso
De Portago in 1957, the last year of the race.
In 1927,
Diatto took part with four 4-overhead valve and two experimental 8-cylinder
engines. In the same year the company launched the new 2,632 cc 26 Type,
producing 70 HP and a top speed of 87.5 mph. This was the last mass production
car manufactured by Diatto, which hit a new financial crisis and went into
voluntary receivership in 1931.
Politically, 1928-29 were years which should have favoured Italian products: but
1928 was marred by the tragic accident to the Italian airship flown by Umberto
Nobile, which came down in the North Pole on 25 May, shortly after another
negative event: the attempted assassination of King Vittorio Emanuele at the
Milan Exhibition on 12 April. The first
half of 1929 was more generous with good news, at least seemingly: in February a
new agreement was made between the Italian state and the Roman Catholic Church,
a victory for Mussolini; the agreement was ratified by a form of referendum on
24 March. Tight monetary controls, as announced by Benito Mussolini in Pesaro on
18 August 1926, were relaxed, only to run into the Wall Street crash in October,
the Great Depression and consequent world recession. Credit protection was
granted to Diatto on 29 October 1931; the following year, Carlino Sasso, the
company’s Technical Director, took over the business, rescuing it by good
management and the focussing of activities on spare parts for Diatto cars no
longer in production, and the manufacture of generating sets, compressors, pumps
and pneumatic drills.
Mass
production was beginning to rule the world, and cars were becoming the opium of
the masses at a time of worldwide recession and sinister political developments
in Europe. In 1930 Italo Balbo took 12 mass-produced hydroplanes over 6,000
miles from Orbetello to Rio de Janeiro. Cinemas
became a popular form of entertainment. People went on holiday in huge numbers,
trains became a common sight; in January 1930 Prince Umberto married Maria Josè
and the event was followed by Italy’s press for the first time; on 24 April
Galeazzo Ciano married Mussolini’s daughter Edda, and a whole generation of
women with the same name was born. Diatto had
ten relatively prosperous years in spare part and component manufacture while
some gentlemen drivers continued to race, confident that spare parts would
always be available. This was followed by the years of the war.
In 1945
Diatto tried to return to automobile manufacture for the Galileo company but the
venture failed, the car remaining on the drawing board.
In 1955,
Diatto was taken over by Veglio & C. SpA and ceased to trade in its own name
after over 500 successes in world motor racing. Diatto had a 120-year history
and a well deserved reputation as high quality manufacturers of stylish,
powerful automobiles. The company had a leading role in the development of the
world automobile industry.
History courtesy of
Diatto
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