Like its sister company, "Costruzioni Meccaniche Giannini SpA" was particularly active and dynamic, dealing with tuning (commissioned by Domenico and Franco), racing engines (the 996 cc G2 twin prepared by "CMG" won three Italian sports championships with Toppetti and Natili), prototypes, dune buggies and special cars. Prototype engines included the 700 4C (a 4-cylinder boxer engine based on the 500 Giardiniera unit), the 1000 MT (a single overhead camshaft with hemispherical combustion chambers and patented mechanical fuel injection) and the spectacular 8V 1600 (designed, cast, machined and assembled entirely by CMG) producing 170 hp at 8500 rpm. Attilio's death in the summer of 1969 was the cause of economic uncertainties and critical questions that led to the end of the company some time later.
In the mid-1960s, "Giannini Automobili SpA" also ran into financial and administrative difficulties, which led to a reorganisation of the company with a new reference shareholder, Dr. Gian Luigi Natali, an established entrepreneur in the plumbing sector. The difficult restructuring of the company - made even more difficult by the death of Domenico in March 1967 - was entrusted by Natali to the lawyer Volfango Polverelli, a fundamental decision for "Giannini Automobili SpA" for the future. Lawyer Polverelli is initially reluctant to take on the task because of professional commitments (he is a defence lawyer), business commitments (he owns a large estate in Emilia), political commitments (he is mayor of Alseno, near Piacenza) and family commitments (he is married and father of five children). Lured by the engines, but also by the difficult challenges, he finally accepted Natali's proposal and not only limited himself to restructuring the company, but also became a shareholder, with a growing stake until the complete takeover in February 1973. After leaving the company, Franco Giannini moved to Turin, where he founded the OTAS-Officina Trasformazioni Auto Sportive, an initiative that lasted for about two years.
After the economic situation was restored, Mr Polverelli launched a complex programme of initiatives to bring "Giannini Automobili SpA" to a successful industrial dimension. Of particular importance is the preparation of the production facility in Via Teano, led by Claudio Tani, which allows the original premises in Via Tiburtina to be used for exhibition and commercial purposes. The range was enriched by interesting new models: 650 NP and NP Modena; 1000 Berlina, Coupé and Spider; 128 NP and NP S; 127 NP and NP S; 132 2000 (a proposal that anticipated the FIAT 132 with two-litre engine by about two years). Also worth mentioning are the Sirio 650 and 128 Sport prototypes, designed by engineer Adolfo Melchionda. Like its smaller siblings, the 650 NP received homologation for Group 2 and immediately qualified as an absolute star in this category. The sporting image was underlined in 1972 with the homologation of the 128 NP for Group 2, confirming the important role of racing in the company's history. In the end, no less than 23 national drivers' titles were won with Giannini two-cylinder engines.
Wolfango Polverelli's commitment reached an even more perfect form with the construction of the factory in Via Idrovore della Magliana, an imposing and modern complex of 26,000 square metres (6,000 of which are covered) near the EUR district. Given the difficult economic situation at the beginning of the 1970s, these efforts are particularly significant and testify to the extraordinary entrepreneurial determination of the lawyer Polverelli. Suffice it to say that "Giannini Automobili SpA" bought the site in Magliana in the middle of the Yom Kippur War, the construction phase began during a severe economic crisis - GDP fell by 10% in 1974 - and the plant was inaugurated at a time when the automobile market was at an all-time low. Supported by his sons, in particular Dr Gaetano, architect Giacomo and Dr Gabriele, Volfango Polverelli organised the new complex on a particularly rational and flexible basis.
Giannini's range was constantly enriched by new models: 500 TV R and GT R; 126 GP, GPS and GPA; X 1/9 Special; 350 EC (an "economy" version of the 500 R with 390 cc); New 127 NP and NP S; New 128 NP and NP S. The marketing of the Ritmo Diesel provided the occasion to build a turbo version, an initiative that preceded the corresponding FIAT model by four years. Designed by engineer Armando Palanca, the Giannini Ritmo turbo diesel features a modern turbine from Japanese manufacturer IHI and develops an impressive 78.5 hp. Very interesting results were also achieved in the development of the Panda 30 and 45.
During the same period Giannini was also present in the World Endurance Championship, with the Giannini Carma FF 1.8/1.9 turbo engine used in the Alba-Giannini Carma AR2 and AR6 Group C two-seaters, designed by engineer Giorgio Stirano and driven mainly by Carlo Facetti and Martino Finotto, as well as Fulvio Ballabio, Almo Coppelli, Guido Daccò and many others. The Alba-Giannini Carma AR2 won the C2 Junior Endurance World Championship in 1983.
In the early 1980s, new market dynamics led to less demand for tuned models and forced Giannini to change course towards customisation. Tuned models remained on the price list until 1987, culminating in the high-performance 903 cc, 78 hp Uno Turbo engine, also developed by engineer Palanca. After Volfango Polverelli's death in July 1984, his sons take an even greater part in the management of the company: Gabriele is responsible for sales, Giacomo for research and development and Gaetano for the industrial sector.
Represented in ANFIA since 1952 in the "Gruppo Costruttori Vetture Speciali" (together with Cisitalia, Moretti, Nardi, Siata and Stanguellini), Giannini forged a new path in 1988 by joining the special "Gruppo Carrozzieri". The 1990s saw the creation of important models such as the 590 Corsa Replica, the Cinquecento Sportline, the Uno Turbo i.e. and the Tipo Twentyfive. Of great technical and stylistic importance were the prototypes Uno Torino ES, Punto TL 4×4 and Bravo Windsurf (all designed by Nicola Crea) as well as the Seicento GTO, designed by Maurizio Ficcadenti.
Subsequently, new EU registration regulations and an ever-shrinking market for special models prompted Giannini Automobili SpA to cease car production and reorganise itself operationally in the area of services for the FIAT Group, particularly with regard to ministerial vehicles (including armoured vehicles), public administration vehicles and the Group's press fleet.
The untimely deaths of Gaetano Polverelli in 2011 and his brother Gabriele in 2016 have led to the original family team becoming even more involved and determined in the management of this historic reality of national entrepreneurship.
source: https://www.gianniniautomobili.com/
List of Giannini posts from the 1960s onwards
1961 Fiat Giannini 850 Spider by Italsuisse, designed by Frua
1963 Giannini 850 Coupé by Frua
1966 Fiat Giannini 1000 Sport by Vignale
1968 Giannini 900 Grand Prix Berlinetta by Francis Lombardi
1969 Fiat Giannini Mongho 650 by Fissore
1971 Giannini 128 Coupé
other Giannini not yet published in the Forum
source: The Encyclopedia of Italian coachbuilders by Alessandro Sannia
- Giannini Fiat 500 GT 1964.jpg (266.58 KiB) Viewed 2572 times
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- Giannini Fiat 650 NP Sirio 1969.jpg (178.63 KiB) Viewed 2572 times
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- Giannini Fiat 127 NP 1971.jpg (199.99 KiB) Viewed 2572 times
- Giannini Fiat 650 Fuoristrada 1972.jpg (155.36 KiB) Viewed 2572 times
- Giannini Fiat Ritmo Veloce 1979.jpg (253.41 KiB) Viewed 2572 times
- Giannini Fiat Uno Look 1986.jpg (526.95 KiB) Viewed 2572 times
- Giannini Fiat Cinquecento Sportline and Topline 1992.jpg (573.54 KiB) Viewed 2572 times
- Giannini Fiat Uno Torino 1992.jpg (164.18 KiB) Viewed 2572 times
- Giannini Fiat Panda Ranger 1994.jpg (223.14 KiB) Viewed 2572 times
- Giannini Fiat Punto 4x4 Tempo Libero 1994.jpg (217.48 KiB) Viewed 2572 times
- Giannini Fiat Punto GT Drago 1994.jpg (212.53 KiB) Viewed 2572 times
- Giannini Fiat Bravo GT Europa 1996.jpg (191.38 KiB) Viewed 2572 times
