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FIAT 5 AZIONI PRIVILEGIATE TORINO 1972
FIAT 5 AZIONI PRIVILEGIATE TORINO 1972

1972 - FIAT (FABBRICA ITALIANA AUTOMOBILI TORINO) 5 AZIONI PRIVILEGIATE - TORINO

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1972 - FIAT (FABBRICA ITALIANA AUTOMOBILI TORINO) 5 AZIONI PRIVILEGIATE - TORINO   
Storica e rara azione della FIAT da collezione
Costituita in Torino 8 Marzo 1906

Titolo al portatore di 5 azioni privilegiate da 500 Lire ciascuna. La FIAT (nata come acronimo di Fabbrica Italiana Automobili Torino), ora nota come Fiat Automobiles, è stata fondata l'11 luglio 1899 a Torino come casa produttrice di automobili, per poi sviluppare la propria attività in numerosi altri settori, dando vita al più importante gruppo finanziario e industriale privato italiano. Ora fa parte, insieme ai marchi Alfa Romeo, Lancia, Abarth & C. e Fiat Professional, di Fiat Group Automobiles (abbreviato in FGA) che rappresenta una delle diramazioni del gruppo industriale Fiat SpA.

Description

The company was born from the common will of a dozen aristocrats, landowners, entrepreneurs and professionals from Turin to set up a factory for the production of cars.

The idea of ​​producing cars on an industrial scale had come to friends Emanuele Cacherano of Bricherasio and Cesare Goria Gatti (already founders of the ACI Automobile Club of Italy) who had previously established and financed the "Accomandita Ceirano & C.", aimed at construction of the "Welleyes", a car designed by the engineer Aristide Faccioli and handcrafted by Giovanni Battista Ceirano.

Given the success achieved by the "Welleyes" at its presentation, Bricherasio and Gatti proposed to a group of acquaintances to acquire the experiences, the workers and the competence of the "Accomandita Ceirano & C." to transfer them on an industrial scale, as was already the case in the factories of northern Europe.

In addition to the two promoters, Count Roberto Biscaretti di Ruffia, Marquis Alfonso Ferrero of Ventimiglia, the banker and silk industrialist Michele Ceriana-Mayneri, the lawyer Carlo Racca, the owner Lodovico Scarfiotti, the agent of I change Luigi Damevino and the wax industrial Michele Lanza.

The group of notables, after several meetings to establish the lines of the agreement held in Madame Burello's coffee and after obtaining the financial support of the "Banco di Sconto e Sete" of Turin, met at Palazzo Bricherasio to sign the deed of "Constitution of the anonymous company of the Italian Automobile Factory" drawn up by Cav. Dr. Ernesto Torretta, Notary of the Real House: it was 11 July 1899. The shareholders paid a capital of 800,000 lire in 4,000 shares (about 10 million euros today) and entrusted the presidency to Ludovico Scarfiotti.

It should be added that, the day before the company was founded, Michele Lanza decided to retire, abandoning the association. Lanza had already built his own, in 1895, one of the first Italian cars and, well aware of the technical difficulties faced, he considered it inappropriate to exclude Giovanni Battista Ceirano from the company, the main mechanical expert, for mere matters of rank. Part of the share allocated to Lanza was assumed by the owner Giovanni Agnelli, involved at the last minute by his friend and former comrade Scarfiotti, while the remaining share was supported by the Discount Bank and Sete.

During the first session, the board of directors of the newly formed FIAT decided to purchase the "Accomandita Ceirano & C.", liquidating Ceirano with the sum of 30,000 lire, to sum it up as a sales agent.

The first car built by FIAT was the "3½ HP" model, a copy of the "Welleyes" and produced in 8 copies during 1899.

FIAT started the construction of the famous production plant called Lingotto in 1916 and put it into operation in 1923.

After an initial period of difficult development, marked by various recapitalisations and changes in the composition of the share capital (not always in a peaceful manner but also resulted in sensational processes for the time), ownership of the automaker is assumed almost entirely by Giovanni Agnelli , who will become a senator during Fascism and will remain at the head of the company until the end of the Second World War.

Having risked losing ownership of the company due to his compromise with the fascist regime, Agnelli passes the command to Valletta, being the only son, Edward, who died in a plane crash. Valletta, a man of uncommon qualities, took care of holding on behalf of the Agnelli family one of the few Italian companies not completely kneeling by defeat, he managed to get her up and at the same time provided the appropriate preparation for the role that should have hired the descendant young as soon as possible "first in dynastic line" (definition attributed to Montanelli).

Gianni Agnelli, the heir, became president of FIAT in 1966 and remained so until his 75th birthday, when statutory regulations forced him to cede the presidency.

The position was taken first (1996) by former CEO Cesare Romiti and then (1998) by a Genoese executive who for many years worked at General Electric in the USA, Paolo Fresco.

The crisis of the group brings his brother Umberto to the presidency (2003); after the death of Umberto it is the turn (2004) of Luca Cordero di Montezemolo; the heir appointed by the Agnelli family, John Elkann, was appointed vice president at the age of 28 and other family members are on the board of directors. The Chief Executive Officer, Giuseppe Morchio, who resigned, was replaced by Sergio Marchionne, who replaced him from June 1, 2004.

The management of Gianni Agnelli greatly increased the multinational and multi-sector vocation of the company; a vocation che had his roots in the industrial realities created by Fiat throughout Europe, already in the first twenty years of the century. Growth, certainly aided by the so-called "economic boom" of the 1960s, was significant both nationally and in foreign markets.

The activities and strategies of the group, originally aimed only at the industrial production of cars (and soon after also of industrial and agricultural vehicles), with the passage of time and due to the changed market conditions and the consolidated group structure, are go towards diversification in many other sectors. The group currently has activities in a wide range of sectors of industry and financial services.

It is the largest Italian corporate group, which also boasts significant activities abroad, where it is present in 61 countries with 1063 companies employing over 223,000 people, 111,000 of which are outside Italy.

The first production of cars, dated 1900, took place with the use of 150 workers at the plant in Corso Dante in Turin. From there came out 24 Fiat 3 / 12hp vehicles, a curiosity of which was the lack of reverse gear. Still in 1903 the production was limited to 103 pieces of car.

The first success of the house in car racing dates back to 1902, when, under the leadership of Vincenzo Lancia, the Turin Sassi-Superga won a local Piedmontese race.

The first diversifications of Fiat in the field of commercial vehicles, trams, trucks and marine engines date back to the first decade of the 20th century. The company also started an activity abroad with the foundation in 1908 of Fiat Automobile Co in the United States and the subsequent construction in 1909 of the Poughkeepsie plant; in the meantime the number of employed persons has also increased, reaching 2500 units in 1906. In 1908 the Fiat 1 Fiacre is put into production, the first car destined to the function of taxi and of which numerous specimens were exported in the most important cities like Paris, London and New York.

Just before the outbreak of the First World War, the Turin-based company totally renewed the range of cars in production with the presentation of models 1, 2, 3, 4, 5, 6; of these models the first examples of battery and cardan transmission must be mentioned. In 1911 the company tried to build a specific vehicle to break the world speed record: for this purpose it built the Fiat 300 hp Record, a car of almost 29,000 cc and 290 hp, capable of almost 300 km / h.

Also before the outbreak of the war, the parent company founded Fiat lubricanti, expanded its foreign operations with the opening of a company in Russia and began the mass production of the Fiat Zero, of which it will build about 2000 units, also equipped with an electrical system . Of course civil production is almost completely converted to war use during the conflict and the Fiat 501 is assembled mainly for the Royal Army.

At the post-war productive recovery in 1919 the Turin company presented the Fiat 501 for civil use, of which it managed to put on the market almost 45,000 units. Meanwhile, diversification continues in the field of industrial vehicles and accessories; the latter represented by the foundation of Magneti-Marelli.

After Senator Agnelli's visit to the Ford factories, founded by Henry Ford in 1903 in the USA, it seems clear that the only viable route is to operate in series, through the assembly line. The first manifestations of the new construction method are evident after the inauguration of the Lingotto, a very modern plant of 153,000 m2, arranged on 5 floors and with the presence on the roof of a test track for the new models.

The models in production in the 1920s range from the compact Fiat 509 to the luxurious Fiat 529 sedan equipped with brakes on all 4 wheels and an adjustable steering wheel. An important technological innovation is that of 1928 where Fiat, the first in the world, uses aluminum for the construction of engine heads.

The decade before the outbreak of the Second World War is characterized by the autarkic policy desired by Mussolini which prevents a development abroad of the company, but which helps in the expansion on the domestic market. It is from this period that the Fiat 508 Balilla debuted, presented in 1932, initially equipped with a 3-speed gearbox and later (from 1934) with a more modern 4-speed gearbox, which marks the new production record for Fiat with over 110,000 copies. A few years later the record will be crumbled with the Fiat 500, known in the first version with the nickname of Mickey Mouse and which, presented in 1936, in a twenty-year period of production managed to reach the enviable figure of over 500,000 units.

Just before the outbreak of the war it is also inaugurated the new Mirafiori plant where work shifts are started over a 24-hour period.

A model that cannot be forgotten is the Fiat 6-cylinder 1500, launched at the end of 1935, which stands out for an innovative aerodynamic and streamlined body line; this new line, very attractive, will be extended (obviously in reduced format) by Topolino in 1936 and by the Fiat Nuova Balilla 1100, the first Fiat to bear the title of 1100, which will be put on the market in June 1937. The last pre-war product - released in 1938 - is the flagship Fiat 2800: for obvious reasons (the very nature of the car and the outbreak of the second world war) this model, which inaugurates, in the Fiat house, a new shape of the bonnet (a snout called a spartivento ) will be built (even in a "military" version) in only 621 specimens until 1944.

The second world war leads to a drastic reduction in the production of cars with a conversion of the lines to the construction of commercial vehicles required by the war machine. The plants are severely damaged by bombing and are almost stopped.

The post-war Fiat production

The end of the world conflict leaves a pile of rubble of industrial plants and is added, for the company, to the death of its co-founder and the consequent passage of the management to Ing. Valletta: only in 1948, and thanks to the aid provided by the Marshall Plan, did the works to rebuild the factories end and fully resume production of cars. At the end of 1945, however, the first cars began to leave the factory: the range is that of the prewar (reduced by the large "2800" from representation) and therefore includes three basic models: the 500 "Topolino", the 1100 and the six-cylinder 1500.

In 1948, at the end of June, the first post-war renovation took place: the 500 B was born, which differs from the previous one mainly due to a modification to the engine distribution system, which passes from the "side valves" to the more modern and efficient "valves" in the lead ", with a gain in power (from 13 to 16 HP) and speed (from 85 to 95 km / h). Instead the bodywork appears to be practically unchanged. Less than three months later, in September 1948, the first mass-produced Italian "station wagon" was released: it was the 500 B "Giardiniera" which, on the mechanics of the 500 B just launched on the market, had a very original body (then defined "gardener") characterized by wooden sides: the car offers a habitability of 4 "real" seats plus a decent trunk, not bad for a car of just 570 cm3. At the same time, even the higher models, 1100 and 1500, are "updated" and take on the new names of "1100 B" and "1500 D".

In 1949 the Topolino changes clothes and becomes 500 C. In March, the new version is previewed at the Geneva International Motor Show: the mechanics are practically unchanged, while the bodywork abandons the headlights protruding from the fenders and becomes more rounded and modern. The same modification obviously also affects the "Giardiniera" version. The presentation in Italy of the two versions takes place two months later, in May 1949.

At the Fiera del Levante in Bari, in September 1949, the renovation concerns the 1100s and 1500s, whose name takes on the suffix "E": if for the 1100s the renewal is appropriate and understandable as the model is destined to remain in production still for a long time, the same cannot be said for the older sister 1500, since the launch of the heir is imminent, the 1400, which will be born just six / seven months later. However, both the 1100 E and the 1500 E differ from the previous 1100 B and 1500 D due to some aesthetic changes determined above all by the disappearance of the external spare wheel, now housed in a special compartment (also having luggage compartment functions) which is accessible from the 'external and that comes to integrate in the back part of the bodywork. Other changes concern the bumpers (strengthened) and the adoption of the gearbox control with steering wheel lever, according to the prevailing "American" fashion.

Only in 1950 did the presentation of a truly new model take place, the Fiat 1400, which definitively sent the six-cylinder 1500 still into retirement; it will be the first model with load-bearing body and supplied as standard with a heating system. In the years immediately following, "unusual" vehicles will also be presented in the company's production until then: in 1951 the Fiat Campagnola, an off-road vehicle derived from the American Jeep used by the American army during the war, was released, while the following year ( 1952) is the turn of the Fiat 8V, a 2-seater sports berlinetta characterized by the independent 4-wheel suspension, a novelty for the Turin company. Another important goal achieved in 1951 is represented by the presentation of an airplane the G80 model, the first jet built in Italy.

In the field of small cars, the Brussels Motor Show in January 1952 is the birthplace of the new "station wagon" version of the 500 C, called "Belvedere" and characterized by its entirely metallic body (the previous "Giardiniera" had wooden / masonite sides) .

1952 is not a particularly rich year, however - in addition to the metallic Belvedere and the sporty 8V - the 1900 model comes to light in two versions: the sedan (almost identical to the 1400 but with a multi-chrome mask, extended rear window and interior) more luxurious) and the two doors called "Granluce". The new 1900 is technically characterized by the adoption of a special hydraulic joint that makes the ride smoother and more pasty.

It should also be noted that, at the end of the year, the Fiat 615 light truck was also sold with a diesel engine, a small 1.9-liter diesel-powered engine that the following year, equipped with the first Fiat diesel passenger car, the 1400 Diesel.

In 1953 the occupation in the factories reached the figure of 71,000 units while in the field of technology the first version of the Fiat 1400 with Diesel engine was taken from the light truck type 615. In the same year it was the marketing of the Fiat 1100 model in its new edition with a supporting structure called and known as "model 103" and considered a bit like the successor to the 508 Balilla. Of this lucky model, destined to play a leading role among the Fiat models for over fifteen years (it will be replaced by the 128 in 1969), the "push" TV version (Turismo Veloce) followed, at the end of the year, beginning of '54, from the station-wagon (Family definition of the era).

In 1954, Fiat did not present major innovations: at the Turin Spring Motor Show, apart from the experimental car at Turbina (exhibited above all for advertising purposes) the new 1400/1900 were presented in the series marked with the suffix "A" and characterized by a modernized body and some minor mechanical modifications.

The 1955 is characterized by the retirement of the 500 C and the presentation of the Fiat 600, the first model that will truly begin the mass motorization of the Italians, which will be followed in 1956 by the very original derivative Fiat 600 Multipla, the first Italian "minivan".

The 1956, Multipla part, sees the release of a new series of 1400/1900 (type "B") and 1100/103 (type "E") while 1957 is the year that marks the birth of the New 500 and a new series of 1100/103 with longer pronounced "tails" (also referred to as "model'58" this series of 103, which follows the "E" of the '56, is curiously officially distinguished by the suffix "D").

At the end of 1957 it also came out, replacing the 1100/103 TV, the less sporty but more luxurious Fiat 1200 "granluce", which, although substantially based on the car body of the 1100/103, has a much more modern and bright pavilion. Sales of the 1200 will begin in 1958, a year that does not record any significant changes at Fiat.

The decade closes, in 1959 with the termination of the now obsolete 1400/1900, replaced by the very modern, albeit "angular", 1800/2100.

In 1961 type 1200 retired a little early, replaced by 1300/1500.

Within a few years the company tries to cover the various requests of motorists, ranging from small displacements to large sedans and presenting the various models with saloon, wagon, coupe and spider trims, becoming, as the largest car company, one of the pivots of the so-called economic boom of those years.

In 1964 another car was put into production destined for considerable success, the Fiat 850, in its classic sedan version and in those, equally successful, coupé and spyder. In 1966, the same year in which the handover between Valletta and the lawyer took place. Gianni Agnelli, the sportiest car in the range is presented, the Fiat Dino partly designed with the Ferrari that presents a homologous model.

The first years of the new management are characterized by new models that gradually replace those produced in the first post-war period, presenting the Fiat 124 in 1967 that manages to boast the title of Car of the Year and on whose mechanics Pininfarina creates a very popular spider model . In 1967 the Fiat 125 came out and at the same time the company intensified its productive presence in Southern Italy; moreover, it acquires part of Ferrari and all of Lancia. 1969 saw the presentation of the first car from Turin with the engine and front-wheel drive, the Fiat 128, also destined to a good sales success and to bear the title of Car of the year. The Fiat 130 flagship of the house with its 2900 cc engine is also from the same year.

Product Details

Place of issue
Torino
Year of issue
1972
Nation of issue
Italia
Printer name
OFFICINE CARTE VALORI REBESCHINI DI TURATI
Rarity Index
R2
Quotation Index
S4
scripofilia

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