We don't want to offend the design in other countries here. Too beautiful is what, for example, Jaguar for Great Britain or GM for the United States has left for posterity. Nevertheless, Italy remains undisputed as a kind of cradle of automotive design. Rarer are here the successful individual pieces than rather whole series of gifted exhibits. Often several masters of clay shaping belong to one Carrozzeria (body shop), often one after the other leading the business, or it's opend an additional.
Bruno Sacco is an example of the countless 'exported' Italian designer. He studied in his native country and worked at Pininfarina and Ghia, before he changed to Mercedes-Benz in 1958 and here played an important role. Of the many possible examples remained in memory the difficult task of a successor to the 300 SL, which leads to the so-called ''Pagoda'. Rather rated negatively the protective side mouldings from 1980, defamed as 'Sacco boards'.
Turin is so important in the early years of the automobile industry and also for a long time thereafter that even Enzo Ferrari finds himself constrained at an early age to move there. The city had very good transport connections for the time and was a former center for the construction of carriages. Of course, many cities are worth mentioning even in the somewhat distant surroundings, but Turin seemed to be not only because of Fiat, the center of automotive design.
After the Second World War, three coachbuilders made themselves a special name: Pininfarina, Bertone and Giugiaro. While the latter came out of the company of Bertone. How closely were the linkages, was to see from the fact that Giugiaro learned at Fiat also and in the meantime changed to Carrozeria Ghia. There were still more than 100 such establishments in the early sixties, the differentiation was difficult. At the end of this decade, more than 50 had disappeared.
It is difficult to put in order the Ferrari road cars of the first time, because almost every model was a little different. Italian body artists have not only designed for manufacturers prototypes, but also for rich people completely normal ridable cars. Since the car was done by hand, one could make possible for customers deviations from the normal model whereof, for example, Americans gladly made use of. Of course, such an elaborate production is possible only under the conditions of an actually too low wage level. 11/15