1937 Fiat Guadagnin 508 C

The story begins with the "Balilla," the iconic car that FIAT launched in the 1930s, marking the beginning of Italy’s mass motorization. The name itself was steeped in the propaganda of the era, yet the car garnered widespread affection and became a beloved symbol of mobility. Almost every Italian family has a memory tied to this car. The Balilla laid the foundation for an entire lineage of FIAT cars, culminating in the 1100 series, with the Fiat 508 C serving as the pivotal link. Introduced in 1937, the Fiat 508 C replaced the Balilla’s original 1-litre engine with a more powerful 1,089 cc 4-cylinder unit, bringing new performance standards to its class. Designed by notable automotive engineers and designers of the time—Tranquillo Zerbi, Antonio Fessia, Bartolomeo Nebbia, and Dante Giacosa—the Balilla offered a blend of elegance, performance, and affordability. This team of visionaries created a vehicle that could compete with higher-end cars while remaining accessible to the masses. Last evolution of this lucky model and, so, initially marketed as the “Nuova Balilla 1100” in advertising materials, the 508 C quickly became known simply as the "1100," a name that resonated with motorists. Between 1937 and 1939, Fiat produced approximately 57,000 units across various body styles, including Cabriolet, Berlina, and Berlina tetto apribile (open top). Priced at 19,500 Lira, it was a car that took a decisive step ahead of the Balilla: it combined style with practicality, offering rounded, aerodynamic lines inspired by the FIAT 1500. Under the hood was the Fiat 108C engine—a 1,089 cc inline 4-cylinder overhead valve (OHV) engine paired with a 4-speed gearbox. With a power output of 32 hp at 4,000 rpm, the car could reach a top speed of 95 km/h, a remarkable feat for its price segment. The independent front suspension with transverse arms, coil springs, and hydraulic shock absorbers was a rarity in low-cost vehicles of the time, offering a smooth and comfortable ride. The Fiat 508 C was praised for its comfort, agility, and performance, earning it the nickname "the only people’s car that was also a driver’s car." Its sporting pedigree was highlighted by its participation in races, including the prestigious Mille Miglia. The car’s success on the track further cemented its reputation as a versatile and capable machine. In 1938, Fiat introduced the 508 L (Lunga), a long-wheelbase version capable of seating six passengers. This model became particularly popular as a taxi, thanks to its spacious interior and practicality. In 1939, the 508 C underwent a significant redesign of its front end, resulting in the so-called Fiat 1100 “Musone” (“big nose”), named for its prominent, vertical grille. This facelift marked the transition to a more imposing aesthetic, aligning with the stylistic trends of the late 1930s. The 508 C also left its mark culturally, with notable owners such as soccer player Gigi Meroni.

The term "Etceterini" refers to a fascinating niche in the history of Italian automobiles, encompassing small, handmade sports cars produced primarily from the late 1940s to the early 1960s. These cars, built by passionate and resourceful craftsmen, embody the ingenuity and creativity of post-war Italy, overcoming economic constraints. The name "Etceterini" was coined by American automotive enthusiasts and collectors to describe these vehicles, which often came from lesser-known manufacturers, hence their classification as "etcetera." Most Etceterini cars were powered by small-displacement engines, often derived from mass-market vehicles like the Fiat 500 or 1100. The engines were frequently modified to deliver higher performance, with tuned carburetors, improved exhaust systems, and lightweight components. These cars were typically built with aluminum or thin steel bodies, reducing weight to enhance speed and agility. Their designs often reflected the aerodynamic trends of the time, with flowing lines and compact dimensions. Unlike the larger and more industrialized manufacturers, Etceterini cars were mostly handcrafted by small workshops, operating on tight budgets. This bespoke nature gave each car a unique character and charm, often tailored to the specifications of individual customers or racing needs. Many Etceterini cars were designed with motorsport in mind, competing in events such as the Mille Miglia, Targa Florio, and various hill climbs. They were often lightweight, agile, and surprisingly competitive despite their modest power outputs. These cars featured a wide variety of styles, from open barchettas to coupés, often showcasing the creative vision of their makers. The bodywork was frequently designed by local coachbuilders, giving them an artistic flair.  While most Etceterini makers eventually disappeared due to financial struggles or the consolidation of the automotive industry, their legacy endures. Many Sports with a 1100 cc engine were developed in the mid-1930s to compete in the “Sport Nazionale” category. Starting with a 508C chassis and engine, FIAT itself, with the 508 CMM, and small workshops built their cars according to the rules of the category but with meticulous attention to detail and blueprinting, incorporating innovative ideas and focusing on aerodynamics. After the war, racing resumed and the 1100 Sports were renewed, transitioning from Sport Nazionale to Sport Internazionale.

At the beginning of 1937, Mario Braida, an entrepreneur in the automotive sector and a gentleman driver, purchased chassis no. 508C*200886* complete with mechanics of the then-new Fiat 508C from the FIAT dealership F.I.A.R.T. in Treviso. His goal was to have a barchetta built to compete in the most important national races in the Sports category. At the time, Giovanni Guadagnin, an enterprising employee of the dealership, was entrusted by Braida with the task of creating the car. Working after hours, often late into the night, and with the help of a local panel beater, Antonio Ferrari, Guadagnin completed the barchetta in his workshop. This workshop would later evolve into a successful coachbuilding business still run by his descendants. Guadagnin recalled a significant effort to lighten the chassis and meticulously prepare the engine. Modifications included lightening and polishing the crankshaft and connecting rods, using special pistons, and adapting the intake manifold to accommodate two Weber carburetors. Braida sourced special wire wheels that required adjustments, resulting in a wider track. The car was fully clad in aluminum and painted red. It was completed on July 12, 1937, and registered the following month in Treviso under Mario Braida’s name. The following months were likely dedicated to fine-tuning and preparing the car to compete in the 1938 Mille Miglia. Entered in the National Sports Class up to 1100 cc, the car, driven by Mario Braida with Franco Venturi, achieved an excellent result: 20th overall and second in class. This success garnered significant media attention and was utilized in advertising. The 1938 season continued with triumphs, including first in class at the Colli Torinesi race and third in class at the Parma-Poggio di Berceto race. In August 1938, the car was sold to Paolo Foscari and registered in Venice. By January 1939, it was sold to Aldo Monticello and re-registered in Vicenza. It is likely that he carried out the only significant modification in the car's history: the full fenders were replaced with sleeker motorcycle-style fenders, purely for sporting purposes. Monticello took the car to Africa, where it competed in the Tobruk-Tripoli race, and later achieved impressive placements in other events in Italy: fifth in class at the Sassi-Superga, second in class at the Trento-Bondone, and second in class at the Stelvio race. In 1940, Monticello entered the Mille Miglia again, securing a respectable 31st place overall. The car’s history during World War II is unknown, but it is believed Monticello safeguarded it, eventually selling it in April 1946 to Luigi Zanetti, who registered it in Verona. Within a month, Zanetti entered the car in the first official postwar event in Northern Italy: the Sanremo-Poggio dei Fiori race, where it finished 18th overall. The car continued to perform well throughout 1946, though 1947 brought setbacks, including a retirement at the Mille Miglia. In June 1948, chassis no. 508C*200886* was sold to Fernando Pascolini, who entered it in its last documented race: the first Giro Automobilistico dell’Umbria. Registered in Perugia, the car changed hands again in 1949, purchased by Sesto Boari, who transitioned it from its racing years into a classic car. The car began appearing in specialized automotive publications in 1990s, gaining recognition. In the early 2000s, the car underwent a complete restoration recovering its original full fenders, and was reunited with its creator, Giovanni Guadagnin, who documented its origin story. In 2005, Ernesto Betti acquired the car, and it received a FIVA Passport. From 2006, it began competing in historic car races, including multiple editions of the Mille Miglia reenactments. After being purchased by Marreyt Classics in 2014, the car was sold again in 2017 to Bernard Wouter. In 2023, chassis no. 508C*200886* became part of a private collection, received an Italian registration, and was issued a new FIVA certification. On July 15, 2024, the car was awarded the RINA Certificate N. RAM-11 for its historical research, validating its provenance and authenticity through Automotive Masterpieces. In September 2024, it received the Fiat Certificate of Origin.