Mention of Bertone will bring to mind the exotic supercars of the 1960s and 1970s, the most notable probably being the various Lamborghini models. Although Nuccio Bertone passed away in 1997, the greatness of the company as an automotive design studio has lived on. On the 110th anniversary of its founding, it has unveiled the first in a series of limited edition hypercars.
This is the GB110, which starts a new era for Bertone under its current owners – Mauro and Jean-Franck Ricci – who acquired the Bertone brand in 2020. “We are building this car for customers that appreciate the history and legacy of Bertone. And for connoisseurs who love sportscars with exceptional performance. It’s not only about raw power and performance. It’s about celebrating the long Italian tradition of timeless elegant cars,” said Jean-Franck Ricci, CEO of Bertone.
When people think of Mazda’s MX range, the MX-5 Miata would come to mind. Or, those who keep up with auto news will know that the company now sells a model known as the MX-30 which is the brand’s first mass-produced fully electric car.
However, long before the MX-5 – which became the bestselling 2-seat convertible sportscar of all time – there was another Mazda which had the ‘MX’ designation. This was the MX-81 Aria, a concept car displayed at the 1981 Tokyo Motor Show. Designed by Marc Dechamps for coachbuilder Bertone, it was the first Mazda MX and now, 40 years after its unveiling, Mazda Italy has carried out a restoration of the small wedge-shaped coupe.
To create the MX-81 Aria, Bertone used running gear from the 323, which was the first generation with front-wheel drive. On this platform was placed the futuristic hatchback form. With its gold paint, huge glasshouse and pop-up lights, it stood out at the motorshow.
The concept car had futuristic features, some of which would find their way into production models in later years. Back then, the features gave the cabin a radical look with the recessed square steering wheel, TV screen and side swinging front seats. Exterior ideas like high-mounted tail lights and pop-up headlamps were adopted in Mazda models too.
Discovery in a warehouse
While many prototypes and concept cars have been destroyed (or ‘lost’) after finishing their round of displays, the MX-81 was kept in a warehouse at Mazda’s headquarters in Hiroshima. In 2019, Nobuhiro Yamamoto – the former 4th generation MX-5 programme manager and rotary engine developer – found the concept car and proposed the idea restoring it.
It was supported by the company and shipped to Mazda Italy, where it has been painstakingly restored by SuperStile in Turin. Fittingly, the completion of the restoration was celebrated by the recreation of the original press images of the MX-81 in front of Milan Cathedral.
Mazda’s connection to Italian designers
However, the connection between Mazda and Italian design celebrated by the restoration of the MX-81 actually started even before the MX-81 was displayed. 20 years earlier, in 1960, a young automotive writer by the name of Hideyuki Miyakawa travelled to Italy and the Turin Motor Show where he met Giorgetto Giugiaro, then Head of Design at Bertone. He also met his future wife, Marisa Bassano – a Japanese-Italian translator with a passion for cars. During Marisa’s study trip to Hiroshima in 1961, Miyakawa met then-chairman of Mazda, Tsuneji Matsuda, and the pair discussed the importance of design in the Japanese car industry.
Back in Turin, Hideyuki and Marisa began working as intermediaries between the legendary Italian design studios of Bertone, Ghia and Pininfarina and Japanese car manufacturers. The collaboration between Mazda and Bertone they helped to facilitate led to Giugiaro designing the Mazda Familia and Luce models of the 1960s, plus the R130 Luce Coupe of 1969. The relationship with Bertone continued even after Giugiaro left to work for Ghia, and the restoration of the MX-81 Aria is a celebration of that partnership.
The MX line begins
However, the Mazda MX-81 was only the beginning of the story of the MX badge, which has actually been used more than a dozen times across a broad spread of production, concept and racing Mazdas. After the MX-81 was the MX-02 concept car of 1983. This was a larger 5-door hatchback design with large windows, aerodynamic rear wheel covers and flared-in door mirrors. Unique features included rear wheel steering and a Head-Up display projected on the windscreen.
The one-off theme continued with the 1985 MX-03, another radical looking car. This sportscar concept was proposed with an exciting powertrain – a triple rotor 315 ps engine. The low-slung was very futuristic, with a cabin that featured an aircraft style yoke rather than a steering wheel, plus digital displays and a Head-Up Display. It showed off a lot of advanced technology like 4-wheel steering and all-wheel drive, while the long low body had wind resistance of just 0.25 Cd.
While the MX-02 and MX-03 shared some of the same futuristic design cues, the MX-04 was completely different. Displayed the 1987 Tokyo Motor Show, the MX-04 was a front-engine rear-wheel drive sportscar that had removable fibreglass panels. These allowed the car to switch from a glass dome-roofed coupe to a beach buggy style open-sided roadster. Powered by a rotary engine this ‘shape-shifting’ sportscar was never considered for production.
But little did outsiders know that Mazda was already developing the MX-5, which would come 2 years later. Other production models to have ‘MX’ were the MX-3 and MX-6 production coupes.
MX in racing
In the 1990s, arguably the most radical car to have the MX badge was the Mazda MXR-01. After the rotary-powered Mazda 787B took victory in the 1991 Le Mans 24 Hours, the FIA promptly banned rotary-powered cars, leaving Mazda looking for a new car for the 1992 World Sportscar Championship at very short notice. A solution arrived in the shape of the MXR-01 prototype racing car.
Based on the previous season’s Jaguar XJR-14, the British firm’s withdrawal from sportscar racing, allowed Mazda to adapt this radical Ross Brawn-designed prototype and fit a Mazda-badged V10 Judd engine. Famed for its incredible grip and downforce, just 5 examples were built. But sadly, the collapse of the World Sportscar Championship at the end of 1992 spelt the end of Mazda’s world motorsport programme and denied the MXR-01 the chance of success.
Into the 21st century, the MX badge has still appeared on concept cars – the 2001 MX-Sport Tourer/MPV; 2002 MX-Sport Runabout; 2003 MX-Sportif; and 2004 MX-Flexa. The MX concept car that really started Mazda on the road to another success story was the 2005 MX-Crossport. Inspired by the RX-8 sportscar, this was a sporty looking SUV concept with sculpted wheel arches, slender headlamps and bold shoulder lines. It would be the basis for the model that that became the CX-7, which established a lineage of SUVs that lead to today’s CX-5, CX-30 and MX-30.
To know more about Mazda models available in Malaysia, visit www.mazda.com.my.
Although the North American International Auto Show has typically been held in January, it is the Geneva International Motor Show in March which has traditionally been considered the first major international motorshow for the year. The event often sees exotic and futuristic models being displayed and 50 years ago, the undisputed highlight was the Countach LP 500 by Lamborghini. However, the bright yellow sportscar was unveiled at Bertone’s stand so as not to distract attention from the new Miura SV that was making its debut.
Strong, positive response
Response to the Countach was so positive that Lamborghini was convinced it could be a successful production model and quickly set its engineering team to work. The Countach project, internally coded as ‘LP112’, where LP indicated the rear longitudinal position (‘Longitudinale Posteriore’ in Italian) of the 12-cylinder engine, stemmed from Ferruccio Lamborghini’s desire to maintain the image of a company at the forefront of style and technology following the Miura.
How the name was chosen
The origin of the car’s name lies in the dialect of the Piedmont region of Italy. In its final stages of assembly, the car was hidden in a shed for agricultural machinery on a farm near Grugliasco (a province of Turin) to avoid possible work stoppages related to labour unrest, and was ‘discovered’ by a farmer who exclaimed in amazement and enthusiasm, ‘Countach!’ (a word in Piedmontese dialect expressing ‘wonderment’). When Piedmont-born Marcello Gandini became aware of the fact, he thought that this word had a particularly strong communicative force and also convinced Nuccio Bertone, Ferruccio Lamborghini and his engineer colleague, Paolo Stanzani of this.
While the original car that was displayed was eventually destroyed during a crash test in England, the second prototype that was close to the production model was unveiled at the 1973 motorshow in Geneva and also displayed at the Paris Motor Show the same year.
The beautiful, clean, futuristic lines of the Countach were styled by Marcello Gandini, Design Director of Carrozzeria Bertone. Gandini was also responsible for the decision to use the scissor doors, which since that time have characterized the production of Lamborghini’s 12-cylinder models.
The third prototype shown at the 1974 Geneva Motor Show was virtually a pre-production unit of what would come to be the LP400 Countach that went on sale the same year. The LP500, with a more powerful 4.8-litre engine (the LP400 had a 3.9-litre engine) was introduced 8 years later.
LP500 gets bigger engine
The LP 500 was a substantially different car for the LP400, which had a dry weight of around 1,100 kgs. It had a platform frame rather than a tubular one, and on the 12-cylinder engine were air intakes with a shark gill design. Some of the body panels were of kevlar (a high-strength material used for bulletproof vests) and inside, it featured sophisticated electronic instrumentation.
In 1988, Pagani created a restyled version of the Countach which became its 25th Anniversary Edition (shown above). It was regarded as the most refined and possibly the fastest variant of the Countach, able to go from 0 – 60 mph (96 km/h) in 4.7 seconds and reach a top speed of 295 km/h. Between 1980 and 1983, the Countach was also used as the Safety Car during the Monaco F1 Grand Prix.
A legend in automobile history
From 1974 to 1990, 1,999 Countachs in 5 different series were produced, representing a model that, in addition to ending up displayed on the bedroom walls of an entire generation and being used in dozens of films, allowed Lamborghini to survive the most difficult years of its history and to enter permanently into the halls of legend.
With the exception of the LM 002 and Urus SUVs, all Lamborghini cars today have their engines mid-mounted, behind the passenger compartment. The last model to have its engine in front was the Jarama, which celebrates its 50th anniversary this year.
The Jarama GT made its debut at the 1970 Geneva Motor Show and was a 2+2 grand touring sedan. It was technically based on the 400GT and Islero, maintaining the same mechanical layout but with a revised chassis.
Styled by Bertone’s Gandini
Marcello Gandini at Bertone styled the new bodywork, adopting a silhouette which followed the design trends of the 1970s with taut and angular lines. The bodywork of the pre-series units was assembled by Carrozzeria Marazzi, which had just finished production of the Islero, while the actual production car would be produced in Carrozzeria Bertone’s plant in Turin.
The engine, powered by 6 double-body Weber 40 DCOE carburettors, was the well-proven Lamborghini V12, with double overhead camshafts per bank, capable of delivering 350 hp for a top speed of 260 km/h.
The improved chassis had a brake system with 4 large discs, of which the front ones were ventilated – high-performance features back then! The track width was widened by 10 cm to 1490 mm and 15-inch Campagnolo wheels of magnesium were installed at each corner.
Luxurious,. spacious cabin
The interior was very luxurious, with leather upholstery, air-conditioning, and a comfortable passenger compartment for a sportscar. The was generous space allocated for the boot area for the four occupants’ luggage.
The Jarama was further evolved and a GTS version was displayed at the 1972 Geneva Motor Show. This had 365 bhp and was distinguished by a transverse air intake on the bonnet and two air outlets behind the front wheel arches.
The dashboard was redesigned with new instruments and aluminium trim, and restructured front seats improved the roominess in the back. Also different on the Jarama S version were the alloy wheels – less elaborate and without the single central nut.
One of the special Jarama models was the Rally, a project by Lamborghini’s test driver, Bob Wallace. It had a modified 3.9-litre V12 engine with an output of 380 bhp and a top speed of 270 km/h. The Jarama Rally was never entered in any competition and was later sold off.
Ferrucio Lamborghini’s favourite model
Production of the Jarama spanned 6 years, during which time 328 units were produced. Ferruccio Lamborghini personally owned a Jarama S which he said was his favourite model and his car is among those displayed at the Lamborghini museum next to the factory.
Automobili Lamborghini was established in 1963 and the sleek design of its sportscars and their high performance helped to build its reputation very quickly. With Bertone providing the designs, some of which were futuristic, almost any Lamborghini was bound to turn heads as it passed by.
Innovative technical solutions
One model which stood out for having introduced innovative technical solutions was the Urraco (Italian for ‘little bull’). Renowned designer Marcello Gandini, the principal designer at Bertone, styled the car which was unveiled 50 years ago this month at the Turin Motor Show.
The Urraco, with its sharp features, was a fast 2+2 coupe, with a mid-mounted V8 rear engine and independent MacPherson strut system on both front and rear – the first time on a production car. Only 4.25 metres long, the Urraco’s interior space was designed with an advanced theme.
Three engine sizes
Initially, it was powered by a 2.5-litre V8 producing 220 bhp at 7,800 rpm and maxim torque of 176 Nm, which took it to a top speed of 245 km/h. An interesting feature of the V8 engine was a single overhead camshaft per bank.
The technical refinement was completed by the use of a Heron chamber cylinder head with flat inner part and the combustion chamber contained in a depression in the top of the piston. This allowed for a higher compression ratio to be achieved without increasing the production costs. Another novelty for Lamborghini was the installation of 4 Weber double-body 40 IDF1 type carburettors.
The Urraco with a 2.5-litre engine, produced from 1970 to 1976, was produced in the largest volume – 520 units. A complementary variant was introduced at the 1974 Turin Motor Show which had a smaller displacement of 2 litres (217 bhp/220 Nm). This was mainly to suit the Italian market which had changed tax laws in the early 1970s. This variant was available between 1975 and 1977.
For other markets, Lamborghini was able to offer a bigger 3-litre engine that produced up to 265 bhp/265 Nm. This was sold from 1975 to 1979, and accounted for 24% of all Urracos produced. Lamborghini had hoped to sell up to 1,000 Urracos each year but in the end, only 776 were ever produced in total.
More automation in production
The production system for the car was also innovative. From the early stages, it was planned to make more use of the manufacturing capacity at the factory. The Urraco was to be much less artisanal than the other Lamborghini models which it shared little with. With computer-controlled processes, this would also enable higher output and, in keeping with the strategy of Ferruccio Lamborghini, make a Lamborghini more accessible to a wider, albeit still limited, group of customers.
Sometime in early 1967, Alfa Romeo received a call from the organizers of Expo 67, a World Fair that was to be held in the Canadian city of Montreal. This event had a theme to show what could be expected in the future for ‘Man and his world’. One of them was dedicated to industrially manufactured products, including the automobile, under the topic of ‘Man the Producer’. The organizers invited Alfa Romeo to provide a concept car to highlight this area.
Honoured to be invited to participate, Alfa Romeo immediately commissioned Bertone, the design studio. At that time, designer Marcello Gandini was a rising star and not yet 30 years old, he had just created worldwide enthusiasm with the Lamborghini Miura. Later on, he also drew attention with this work on the Lancia Stratos and Fiat 132.
Gandini came up with a coupe concept for Expo 67 which was unique and incorporated many interesting details. These included ‘optically fused’ B/C pillars and the double headlights half covered by a louvre grille. A vertical row of air inlets behind the doors and a large, glass tailgate suggested that the engine would be at the back. However, due to time constraints to produce two units, Alfa Romeo used the Giulia platform which had the engine at the front.
It had an overall length of 4.22 metres (slightly shorter than a first generation Mazda RX-7), within which there were seats for two occupants at the front and the possibility of two more ‘emergency seats’ at the rear.
At the Montreal expo site, the concept cars were placed between mirrors in such a way that they appear to be multiplied to infinity. Although the concept cars, finished in white, did not have a name, they got the unofficial name of ‘Montreal’.
The response of visitors was enthusiastic and Alfa Romeo received many enquiries from North America and the rest of the world to find out when such a car would be in showrooms. This encouraged the company’s management to authorise production but the engineers had to moderate the costs involved.
The chassis was maintained as that of the Giulia while the body design was only changed in the details where manufacturing or regulations made them incompatible. The grille above the headlights was retained with a minor change and when the headlights were switched on, the two slats folded down mechanically and release all four lamps completely. The air inlets that signified a mid-engine layout were retained but as there was no engine at the back, the ducts were routed into the cabin to bring in fresh air.
The performance of the Montreal matched its looks with the V8 engine from the Tipo 33 sportscar. This engine has features from racing engines such as dry sump lubrication, allowing it to be set lower, and weight-saving aluminium construction.
The engine displacement was increased from 2 litres to 2.6 litres with fuel delivery by a mechanical injection system from SPICA. The V8 produced an impressive 200 bhp at 6,400 rpm and 235 Nm peaking at 4,750 rpm. A 5-speed manual transmission (with first gear position on the lower left) from ZF sent power to the rear axle which had a limited slip differential. Tests by Quattroruote magazine showed the car to be able to reach 224 km/h after reaching 100 km/h within 7.1 seconds.
The Montreal went on sale in early 1970 and would continue to be available until 1977. Its high price, however, meant that sales were limited and by the time production ceased, 3,925 units had been built. City Motors, the importer in Malaysia, brought in at least unit, if not a few more.