User:Ketil3/Italienne

Wheelwright, coachmaking and railways
In 1835, Guglielmo Diatto (ca 1804–16 Oct 1864) started a wheelwright workshop on the banks of Po outside Torino. He rented the land. He was married to Anna and had sons Vincenzo (–10 Aug 1880), Giovanni, Giovanni Battista and Pietro (–14 Sep 1884), and daughters Teresa, Angela, Giuseppa and Rosa.

In 1861 he bought the land he had rented, and expanded. They also made coaches and railway things. He died in 1864. The daughters sold their share to their brothers in 1867. They established Fratelli Diatto on 1 September 1868.

In 1889 Giovanni Battista buys his brother Giovanni's share becomes sole owner and renames to Società Anonima Officine già Fratelli Diatto. Technical director from 1902 is Dante Ferraris (Asti, 7 June 1868–Torino, 19 Jan 1931), son-in-law of president.http://notes9.senato.it/web/senregno.nsf/643aea4d2800e476c12574e50043faad/7942db31e59766934125646f005bac70?OpenDocument#]

Giovanni Battista steps down ca 1914, making son-in-law Ferraris new director. 23 April 1918, Diatto becomes the railway division of FIAT.

Automobiles
Vittorio and Pietro (sons of Giovanni Battista) had started Ingegneri Vittorio e Pietro Diatto-Fonde-rie Officine Meccaniche Costruzioni in Ferro. They merged 12 April 1905 with the Paris company Société des Établissements Adolphe Clément-Automobiles Bayard to form '''Società Automobili Diatto-A. Clément''', whic lasted until 30 September 1935. Headquarters at via Fréjus 21. Facilities at Fréjus, Cesana, Revello and Moretta, wherever that may be.

In 1906 the company launched the new models (called "Torinos"?) In 1907 the new 4-cylinder models included the
 * Turin 12/16 HP,
 * Felice Buzio, driving a Diatto-Clément 12/16 HP won the Bologna Grand Prix
 * 20/24 HP with 4-cylinder,
 * 1906: At Herkomer a 20/24 HP was awarded the Gold Medal and special plaque.
 * 1906: Gregorio Vercellone driving a 20/24 HP won a number of events in the GT series Gold Cup
 * 8/10 HP and 10/12 HP with 1,884 cc 2-cylinder engine.
 * 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
 * 14/18 HP (2,724 cc),
 * 20/25 HP (3,770 cc)
 * 25/35 HP (4,846 cc), with annual production of around 250 cars. Had 4,846 cc, chain transmission (conventional Cardan transmission from 1909). Was made til 1910.


 * 18 May 1908: Moscow to St. Petersburg race.  Entry #25 was a Diatto driven by Primaversi

30 June 1909, Vittorio and Pietro Diatto bought out the shares of Adolphe Clément, changing the company name to Fonderie Officine Fréjus. The "famous" Diatto oval badge came into use.

1909: Created
 * 4-cylinder 209 cc monoblock 15 HP engine, designed entirely in-house. The engine was coupled to a 3-speed transmission plus reverse.

1910, entered 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.

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.

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 both with 4-vertical cylinder engines.
 * 2,724 20/25 HP and the
 * 3,969 cc 30/40 HP,

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)

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,
 * Tipo 4DA. 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.

4DC
4DA Chassis 3031 (engine 1328) auctioned for GPB 28,000 in 2014.

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 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.

Alfieri Speziale
Isotta-Fraschini chassis (frame) with half of a Hispano Suiza aircraft engine, 4 cylinders, overhead cam. SCAT transmission?
 * Suza-Moncenisio
 * Aosta-Gran San Bernardo

Materassi's "speziale"
It has been said that Emilio Materassi built Hispano-Suiza aircraft engines during WW 1, on his own license. In his own garage called "L'Autogarage Nazionale" in Via dei Poggi 12 in Firenze. He (Materassi) had bought several of these after the war, as there were plenty left. Out of this and an Itala, he had built "ITALONA".
 * engine: Half of a HS V8. 4 cylinders. 100x150.  4722 ccm. OHC.
 * chassis was 1913/4 Indy Isotta Tipo IM. Isotta Tipo IM competed at Indianapolis in 1913 and 1914. Drivers were Trucco, Grant and Tetzlaff.

Raced 1924 to 1926, so Materassi's "speziale" was then after Alfieri's "speziale". A Silva claims there was only one car, i.e. that Materassi took over Alfieri's car?

He supposedly painted it yellow, and it was called "canarone", as well as "italone".



Tipo 20
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 Tipo 20, first presented at an exhibition in Milano in 1922.

Tipo 20 S
20 S won with e.g. Tazio Nuvolari, Antonio Ascari, Diego De Sterlich, Emilio Materas­si, Baroness Avanzo, Alfieri and Ernesto Maserati, Gastone Brilli Peri, Giulio Aymini, Tarabusi, Ghia, Cesare Schieppati.

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.

Giuseppe Coda was in 1922 hired as technical director and engineer at Diatto. Alfieri-Coda developed Diatto Type 20, 4 cylinders, 2 liters, perhaps the 20 SS DOHC that Alfieri Maserati and Giuseppe Coda made (79.7 mm x 100 mm cylinders giving 1,995.6 ccm and 75 HP at 4,500.



Diatto 3000
?? Alfieri won at Monza in nov 1922.

Alfieri #5 became 3 in GP/305 (maybe GP 30S?) at GP d'Autunno on 22 Ottobre 1922.

Tipo 30
After Diatto withdrew from racing in 1926, De Sterlich bought 10 tipo 30 chassises and various gearboxes etc. He gave them to Alfieri and started a funding collaboration.

Tipo "8C"
1923: Coda made two 4-litre 8-cylinder in-line (straight) engines. Each was two 4-cylinder (79.7x100) engines from tipo 20S. Aluminum engine. Two shafts. Two Memimi carburetors. Roots compressor. Two chassises (20S). Tested at Moncenisio in 1923. Disappointment. Fire in De Sterlich's.

1923. Two new prototypes built on 2650 long 20S chassis. The 2-enginer concept is abaondoned. Franz Conelli gets one, the other is used for parts.

1924 (25 May 1924: Alfieri was banned from racing because he used 4.4 8-cylinder engine in Spain) They build a single-block 8C instead. 7.9x100. Single crankshaft. Removable head. 4xZenith 36. Dry-sump. Satisfied.

160 hp. Body by Schieppati. 14 Jun 1925. Monza. Unveiled of the RED "Diatto 8C GP Compressor". Alfieri did show run and reached 180 km/h. ALfieri kept the car with the prototype engine as payment for unpaid work. It became the Tipo 26 prototype.

Franz Conelli wanted to use the other 8C engine in his Diatto-Bugatti. NOt sure, but it seems de Sterlich had a light blue body he offered (not taken). And he hoped to use the two-engine 8C he had gotten in 1923. And a BCC axle. (Maybe this is the light Tipo 26 seen in some pictures?) Conelli showed this car to BUgatti himself when he (i.e. Bugatti) visited Milan.

(After this it was that De Sterlich bought 10 chassises).

Tipo 26
(based on )

It is a "remake" of the Conelli car -- i.e. the same car, but remade? Diatto front brakes without Perrot servobrake (used on 30012 onwards). Engine, gear etc gotten from Alfieri's prototype (the RED?). Volume reduced to 1562 ccm (60x66).

Diatto 1925 model was 30010.

First Maserati is 30011, meaning a 300 (=tipo 30?) chassis with the 11th engine.
 * Diatto 4 cylinders: 20S/2000; 20H-S/6000; 23S/2300; 26S/2600; 30S/3000; 35SS/3500
 * Diatto 8 cylinders: 40 B.T.S./4000; 40 B.T.F./4000; 40 M.M../4000; 20SS M.B./2000; 8C
 * MASERATI: “TIPO 26” M.B./1500

Was registered at 1926 Targa Florio with Diatto 2-litre 8C engine GP compressor. Volume reduced from 2 to 1,5 litre.