Fiat 682: the Turin-based truck that also conquered Africa

With the new regulations on the maximum capacity allowed for trucks in Italy, introduced in the second half of the 20th century, the Turin-based company had to set to work to study a new model that complied with them. For this reason, the Fiat technicians designed a vehicle that would soon become one of the most famous of the manufacturer: the Fiat 682. Also known as Fiat 82, it went down in history as one of the most reliable and robust trucks ever built by Fiat, resisting time and the wear and tear of kilometers, and transmitting safety to those who chose it, thus conquering Europe, Africa and even the cinema, as we shall see.

A record-breaking story: the Fiat 682

In 1952 in Italy, following the Geneva Convention of 1949 on road traffic, a new Highway Code was introduced, with new regulations on the capacity of trucks. For this reason, Fiat decided to replace the 680, which had become obsolete, with a new vehicle that could meet the needs of goods transport that characterized the post-war period and reconstruction.

Thus was born the new Fiat 682 N model, which won the record for permanence in the production lines, despite the introduction of the 683 series in 1966, the 684 in 1971 and the 160 in 1976: 36 uninterrupted years, from 1952 to 1988. Gaining an unparalleled reputation for robustness, reliability and incredible adaptability, the Fiat 682 truck first conquered Europe and then Africa, where, incredibly, even today it is still possible to catch a glimpse of a few examples, manufactured locally or imported directly from Italy. The fame of the 682 was such that it also characterized the cultural sector and, specifically, the film industry. In 1975, in fact, this legendary truck managed to make its way into the world of cinema. It was the “protagonist” of the film Il Bestione by Sergio Corbucci, starring Giancarlo Giannini and Michel Constantin. Let’s see what are its characteristics, which made it so important for the world of transport in those years.

Technical characteristics of the Fiat 682

The first model of the Fiat 682 was produced by the Turin company in 1952, with a six-cylinder engine, 10.17 liters of displacement and 122 mm of piston bore, similar to the Fiat 680. The only version produced was a 4×2 truck (four wheels, two of which are driven), with a wheelbase of 3.8 meters and a capacity of 14 tons, to meet the new requirements on the capacity of trucks introduced by the Italian Highway Code.

The debut of the Fiat 682 N, however, was not a happy one. At the beginning, in fact, the new heavy vehicle of the Turin company brought with it several defects both compared to the model 680 N, the predecessor with greater reliability and power, and compared to the competition. These defects were essentially related to the fragility of the engine, due to the head with only two valves per cylinder and to the bushings. To solve these problems, the first changes came in 1953, when the 122 engine was replaced by the 125, which, as requested by the hauliers, made it much more reliable and durable than its predecessor.

A year later, in 1954, Fiat Veicoli Industriali decided to apply new improvements to the vehicle, thus presenting the new Fiat 682 N2 truck. Like its predecessors, this model did not have power steering, but it was the first of the series to be equipped with the new Fiat 203 engine, which replaced the 125. The characteristics of the Fiat 203 were considered record-breaking for the historical period: six cylinders in line with overhead valve timing and direct injection of 10,676 cm³, 140 hp at 1,900 rpm and a full load mass of 14 tons.

It was the new engine that made the Fiat 682 N2 famous beyond the Italian borders, thanks to its reliability, robustness and strength. But the changes did not end there. The new model, spacious in spite of the engine tunnel and equipped with large windows on the sides, also brought success to the famous rounded cab called «a baffo»: a new and advanced Fiat cab, characterized by the transverse chrome bar introduced to optically lighten the front grille and which soon became the emblem of Fiat trucks from 1955 to 1975.

The last version, the Fiat 682 N4, debuted in 1967 with a further enhanced engine: characterized by a displacement of 11,548 cm³, it was able to develop a maximum power of 178 hp and maximum torque at 900 rpm, like the 682 N3. Other innovations concerned the transmission components, which were strengthened for better power support, and the square mesh front grille.

In addition to the Fiat 682 N series, those marked with the letter T were also produced, to indicate the models intended for towing semi-trailers. In 1960, moreover, the Turin-based company also introduced the 682 N2 S and 682 T2 S models, with a turbocharged engine. Although these models were characterized by a higher power, which reached 180 hp, the recurring problems of overheating due to the lack of heat exchanger compromised its reliability.

The incredible story of the Fiat 682 ended in 1988 with the production and the exit from the assembly line of the last example. Its fame, however, did not end and it is still able to shine the eyes of fans of the industry who are lucky enough to see some examples around Italy or abroad.

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Volvo Titan, the story of the titan that introduced turbodiesel

By the end of the 1940s, the Great War was just a distant memory. All companies, including truck manufacturers, are stretched in their efforts to revive the global economy after a dramatic period. Among them is Volvo. The Swedish company, which greatly enhanced its international prestige during the Second World War, still has an old-fashioned truck in its catalogue: the Volvo LV290, also known as the Volvo Longnose. It was insufficient to cope with the post-war effort because, apart from the relatively new engine design, the rest had been practically edited from the previous series. A condition that was inevitably pushing customers more and more into the arms of Scania’s Scandinavian rivals. Thus began the design of the Volvo Titan, the public name for the Volvo L395.

The story of the Volvo L395, the Titan that originally had another name

At the turn of the late 1940s and early 1950s, the Gothenburg-based company’s designers set to work on the design of the new heavy truck. The project was called the L395 and, from the outset, was intended to be a significant departure from what had gone before. The era was still one of vehicles with primordial diesel propulsion, still equipped with a combustion chamber and therefore rather inefficient. With the Volvo Titan, however, everything was set to change.

The official presentation of the L395 Titan took place in the late autumn of 1951. At the same time, the manufacturer also launched a massive communication campaign, which proposed a new approach: the presentation brochure showed from the cover, in Erik Nielsen’s illustration, a Titan trying to easily overcome a steep mountain road, probably with a full load.

The most interesting initiative, rather unusual for the time, was the name of the new Volvo vehicle. As mentioned, the project was initially called the L395. It was a rather usual name at the time, but it didn’t satisfy the marketing department. For this reason, determined to change the name of its vehicle fleet, Volvo’s Board of Directors decided on a new naming scheme that included an evocative name alongside the project code. A public competition was launched and the Titan won. This model was therefore the first in a long series of vehicles with evocative names such as Viking, Brage, Raske, Starke and Snabbe.

The technical characteristics of the new L395 Titan

What characterised the new L395 Titan right from the start was the engine. From the chassis point of view, in fact, a large part of the vehicle shared the layout of the previous series. The new diesel engine, made of aluminium alloy, inherited Volvo’s experience in aviation with Volvo Svenska Flygmore. When it made its debut in 1951, the engine, which had a displacement of 9,602 cm3, was capable of delivering a maximum output of around 150 hp. The Titan was equipped with it until 1953 when it was replaced by the D96, an improved version of the previous engine.

But the best was yet to come. In 1954, with the need to satisfy the most demanding users, a new engine was introduced. This was a version that introduced, for the first time, turbocharging on heavy vehicles. In fact, a dispute with MAN about the new engine arose that is still ongoing today. MAN was also the first company to introduce turbocharging in its engines. However, thanks to the turbocharger, which weighed only 25 kilograms, Volvo’s engineers were able to achieve an additional 35 hp, bringing the total output to 185 hp. This, at last, also justified the higher cost of the vehicle compared to the competition. Production of this version, as well as that of the conventional diesel version, continued until 1965, with a fair amount of success in terms of sales.

Later versions of the Volvo L495

Indeed, in 1959 Volvo introduced another version, the Volvo L495 Titan Tiptop. This new model introduced a tilting cab, which allowed easier access to the engine itself.

The revolution, however, came in 1965, when Volvo decided to equip a new vehicle. This was the N88, equipped with both a diesel and a turbo-diesel engine developing 200 hp and 260 hp respectively. With these two versions, before introducing a new model, the Volvo N10, the manufacturer went on until 1973. Until then, Volvo produced 39,700 units.

Now you know the story of Volvo’s Titan, which made its mark everywhere and in every transport condition.

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OM Leoncino, the little one that became the leader

Officine Meccaniche, a Milanese and Brescia-based company specialising in the construction of heavy vehicles, is one of the protagonists in this process. With the so-called musoni, such as the OM Loc, and later with more modern and efficient vehicles such as those of the so-called zoological series, of which the OM Leoncino was a part. A light vehicle, but at the same time strong enough to withstand the efforts the Italians had to make to rebuild the country. Let’s start by getting to know its history.

The history of the OM Leoncino, the workhorse of Officine Meccaniche

At the turn of the 1940s and 1950s, OM was still offering its Loc, a vehicle launched by the Swiss company Saurer, of which OM was a licensee, born even before the war and, for this reason, now quite obsolete. This is why, towards the end of the 1940s, the designers of Officine Meccaniche set to work to design their own vehicle.

The engineers from Milan and Brescia therefore concentrated their attention on designing a new chassis and a new engine that would meet the needs of Italian demand. For this reason, the first substantial difference between the new vehicle and the old Loc was that the cab was moved to a forward position, making it much easier for drivers to drive.

This is how the Leoncino OM was born, presented in 1950 and immediately gathering great success in Italy and beyond. Contrary to what one might think, the new vehicle also strengthened relations between the Italian and Swiss companies. The Swiss company, in fact, did not have a vehicle in its price list that matched the characteristics of the Leoncino and thought it could import it into Switzerland. Thus began a relationship that would last over the years with the other vehicles in the zoological series. Saurer, however, was not the only company to export the vehicle: the French company UNIC also imported the Leoncino with the name 34C.

The technical characteristics of the Leoncino OM

Why was the Leoncino OM so successful? As already mentioned, the vehicle developed by Officine Meccaniche responded better to the needs of Italian hauliers, starting with the shape of the cab. Its dimensions, moreover, were suited to Italian roads, which were anything but impeccable: length 4,890 mm, width 2,000 mm and wheelbase 2,600 mm.

However, the main characteristic of the Leoncino, more than its features, lay in its solidity: equipped with a steel chassis with C-shaped side members and hydraulic telescopic shock absorbers, the vehicle was capable of a payload of between 3 and 3.5 tonnes, the vehicle had a loaded mass of 6.5 tonnes.

In terms of propulsion, however, the vehicle was equipped with a four-cylinder direct-injection diesel engine with 3,770 cubic centimetres and a maximum output of 54 hp at 2,100 rpm. This gave the machine a top speed of 77 km/h and enabled it to negotiate a 28% gradient under full load. Later, in 1954, the vehicle was equipped with an engine with an increased displacement of 4,156 cubic centimetres, which at the end of the development of the vehicle became 4,561 cubic centimetres with a maximum output of 92 hp.

The OM Leoncino also had some interesting innovations in terms of on-board equipment. The right-hand driver’s seat featured a three-spoke steering wheel and a dashboard with three backlit circular instruments. In addition, the five-speed gearbox had an operating lever directly on the steering wheel. The first series of the Leoncino also featured an opening windscreen – but was later fitted with a fixed windscreen – and doors that opened upwind, as was the custom at the time. The latter feature, however, was later changed.

Production of the Leoncino, which in a sense was the progenitor of the zoological series, continued until 1970. Not before, however, the vehicle changed its name following the merger of Fiat Veicoli Industriali and OM, to OM 65.

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Lancia Esatau: the snout that changed the Italian transports

The history of the Lancia Esatau, like that of many other historic Italian trucks, began after the First World War. During those days of great commitment for the reconstruction, the limited financial resources and the reduced production capacity of the plants, did not allow to make large investments. So, in 1947, Lancia Veicoli Industriali presented a new vehicle: the Esatau 864. It was from here that the legend of the Esatau Lancia came to life, and today we are getting to know it.

The first Lancia Esatau, the Esatau 864

The Esatau 864 was a futuristic project for the time when it was designed, although it still had the cabin backwards. Also for this reason, in the course of time, the Esatau would carry the nickname “snout”. The design, however, resumed Lancia’s style, starting with the front grille equipped with the typical chrome shield. Two versions of this truck were available: one with a long wheelbase, equipped with night berth, 5 meters long, and one with a short wheelbase, without the berth, which had a wheelbase of 4.3 meters. This last one was named Esatau 864 C and was mainly used for tippers.

To project it into the future, however, was the beating heart of the Lancia Esatau: the engine, in fact, was a six-cylinder production Lancia, hence the name of the vehicle, powered by 8,245 cm3 diesel fuel capable of delivering a power of 122 hp and a speed of about 60 km/h. The gearbox, on the other hand, was a four-speed gearbox plus the rear, coupled with a gearbox that brought the ratios to eight and the rear to two gears. The real difference with the past, however, lay in the operating costs of the vehicle and, in particular, the consumption of diesel fuel: the vehicle, in fact, was able to cover 100 kilometers with less than 20 liters of fuel. With a capacity of 7,500 kilograms, the vehicle was considered absolutely above average.

The vehicle was particularly successful, also because of its relative comfort at the time. The cabin, in fact, was equipped with a bench, which ran the entire width of the cabin. Behind the bench, then, there were two berths. The lower one, however, being behind the bench, required that the backrest of the bench be lowered, making it unusable if one of the two drivers – at the time mandatory during the march – wanted to rest. A small curiosity: the cabin, in the version with berths, was equipped with eight windows in total. Two at the front, used as windshield, two side windows that could be lowered in the doors, two for the sleeping area and two at the rear. As for the front windows, these were hinged in the upper part and could be opened in order to let fresh air flow inside the cockpit during the most torrid days.

The three-axis Esatau, the family widens

The following year, it was 1948, Lancia Veicoli Industriali presented a new vehicle. It was the Esatau 964, a variant of the Esatau 864, which mounted a third axle behind the bridge. This version, in reality not particularly widespread for the caissons, was particularly suitable for tanks. In fact, the sleeping area was often used as a closet to cram the hoses.

From 1953, both the Esatau 864 and the Esatau 964, changed motorization. The traditional six-cylinder engine, with a bore of 108 millimeters, was replaced by an innovative engine, also six-cylinder, with a bore of 112 millimeters. The displacement, in this way, increased to 8,867 cm3 and the power was raised to 132 hp, which allowed to push the Esatau up to 75 km/h.

In the meantime, while the Pesanti family entered Lancia in 1955, an example destined to make history came to life at the Piedmontese auto body shop Casaro. It is the Esatau A, a version of the Lancia vehicle that moves the cab forward. The rumor of this new version began to spread in the environment, which among insiders took the name Esatau Casaro.

Esatau B, Lancia says goodbye to the snout

Ten years after the launch of the first Esatau, Lancia decides to renew its vehicle. Thus, in 1957, the designers of the house took a decision that was destined to change the history of Italian heavy vehicles and beyond forever. The Esatau B, as the new version was called, welcomed the novelties of the Casaro bodywork and suddenly lost its snout. A decision so radical that the truck drivers of the time called it “half truck” precisely because it was missing a part.

And yet, the Lancia Esatau B introduced a series of technological innovations of the highest order. Starting with the pneumatic system that moved the clutch, mounted directly on the gearbox instead of in the engine compartment, the braking system, the engine brake and even the windscreen wipers. Then there was the cabin of the Esatau B, which due to its spaciousness, in some areas of Veneto, was called “the little house in Canada”, like the song famous in those years.

What convinced thousands of truckers, however, was the charm and the image of comfort that this vehicle was able to evoke: the good level of finishing, the well-kept line, the spacious cabin were all elements that conquered the hearts of many. Not only in the world of freight transport. Even in passenger transport, the Esatau was able to make room for itself. In particular, the frames of this vehicle were the base for buses and trolley buses of the major city transportation companies. This was the case, for example, with the ATM in Milan and the ATAC in Rome.

Only one note – it is the case to say it, without irony – clashed because of the Esatau. It was the accident in which the well-known singer-songwriter Fred Buscaglione died. At dawn on February 3, 1960, in fact, the singer was on board his Ford Thunderbird while he was crossing the Roman district of Parioli. On his way, however, he met a Lancia Esatau loaded with porphyry, against which he crashed without letting him escape.

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Iveco TurboStar: the king of Italian haulage

There are many historic trucks that, still decades after their design and production, exert a strong fascination on lovers of heavy vehicles. Iveco TurboStar, among all, is the one that still gathers the greatest number of preferences. Not only because it represents the essence of the Italian heavy truck, but also because it was appreciated for its cutting-edge technical skills and its equipment that immediately placed it at the top of its category. Let’s discover the history of this vehicle.

The history of Iveco TurboStar

To tell the story of the TurboStar, inevitably you have to tell the story of Iveco. It is no coincidence that TurboStar was presented in 1984, almost a decade after the birth of the house. In 1975, in fact, Fiat decided to bring together the entire galaxy of European brands operating in the production of heavy vehicles: Fiat Veicoli Industriali, Lancia Veicoli Speciali, OM, Unic and Magirus-Deutz. For a long period of time, the grouping of companies continued the production of the vehicles designed by these companies, suffering ruthless competition from the world of industrial vehicles.

Iveco, however, has broad shoulders and in 1984 is ready to launch its own glove of challenge, especially in the field of larger vehicles. In July of that year, trade magazines published the first photographs of the TurboStar 190 in an unprecedented metallic gray color. A color, at the time, intended for representative cars and that immediately made it clear where Iveco wanted to go with its new creature. The project, from a technical point of view, descended from Iveco Turbo 190.38, but the revision work was thorough and meticulous. Just in those years, in fact, Iveco conducted a market research that involved about two thousand European drivers. The goal of the manufacturer was to understand the real needs of users. From the interviews, in fact, it emerged that drivers wanted more comfort and superior performance.

The design of the technicians of the house, on the basis of these indications, took more than two years to reach the final result. The first prototypes of the TurboStar began the first tests in September 1982, on the track of Markbronn, in Germany, and on the one of Nardò, in Italy. Twenty-four months of tuning made it possible to obtain a vehicle that went just in the direction of the drivers’ requests.

The characteristics of the Iveco TurboStar

Iveco’s research center focused on two aspects: the cabin and performance, not only motorsport but also aerodynamics. The cabin was based on a structure in steel load-bearing arms, while the cladding was equipped with ribs that increased the structural rigidity of the vehicle. What the designers focused on, however, was the ergonomics of the vehicle: the cabin measured a good 2.345 meters in width and was 1.70 meters high. This allowed to improve considerably the habitability on board of the vehicle, both while driving and while resting.

The driving position, in fact, was also favoured by a height-adjustable steering wheel and a pedalboard arranged according to the principles of ergonomics. Among other things, the TurboStar was also equipped with an air suspension seat, which significantly improved driver comfort while driving. In this respect, the new suspension system also greatly improved comfort. Finally, the arrangement of the dashboard instruments completed the driving position, which was designed according to criteria that are still considered current today.

TurboStar performance

What distinguished Iveco’s new project, however, was the search – considering the times – for comfort. To give an example, the vehicle was equipped with an electronic control unit that allowed, from inside the vehicle, to adjust the rearview mirrors electrically. And yet, on request, it was available both a refrigerator and a food warmer to always have a hot meal and fresh water. In addition, to ensure the necessary safety on board, the vehicle was equipped with a safety deposit box and the sound system could be locked. Even the beds, taking advantage of the width of the cabin, were designed to provide the best possible comfort.

As mentioned, the second point the designers focused on was performance. Not only the engine, which we’ll talk about later, but also from an aerodynamic point of view. In fact, a scale model of the TurboStar was long studied at the wind tunnel of the Fiat research center in Orbassano. This work allowed to verify the actual effectiveness of the above-cab spoiler, which, together with other expedients, allowed to reach an incredible value of penetration coefficient equal to 0.53. From the engine point of view, then, at the Iveco TurboStar outlet has two solutions: a 13,798 cc in-line six-cylinder supercharged with intercooler, which can deliver about 330 hp, or an eight-cylinder turbocharged V-cylinder with 17,174 cc, which is capable of reaching 420 hp. The two engines, then, can be combined with the ZF Ecosplit 16-speed synchronized gearbox or a Fuller 13-speed quick-engine gearbox.

Solutions that, especially in the more powerful version, immediately excite the public and magazines. Not only that, because compared to the competition, Iveco TurboStar is able to redefine the standards in terms of habitability and performance. To these, subsequently, were added other engines: the 190.36, which mounts a 360 hp engine, and the 190.48, which reaches the exceptional value of 480 hp.

It is thanks to all these features, comfort, performance, ease of maintenance, that the TurboStar has become a true legend for all lovers of engines, and not only for those who worked in the sector. A memory that, even today, many still jealously preserve.

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Alfa Romeo trucks: from the origins to the last truck

Thinking of the biscione brand, many will run with the memory of the historical victories in the tourism world championships of the 80s. In fact, the history of Alfa Romeo truck production holds another record, at least in Italy. After Fiat, in fact, Alfa Romeo was the longest-lived truck manufacturer in Italy: from 1914 to 1988. Over seventy years of history, during which many models have followed one another: from the very first heavy truck, obtained by modifying a car of the house, the so-called 24 HP, to the first real b, the Tipo 50. The last models to leave the workshops of the house of the biscione, towards the end of the 80’s, were the AR6 and AR8 light commercial vehicles. Let’s see, however, which were the most representative models of the house.

Alfa Romeo 50, the biscione

In 1914, as mentioned, Alfa Romeo had already started the production of its trucks. However, these were essentially vehicles derived from the same cars produced by the Portello company. To witness the production of real Alfa Romeo trucks, therefore, one had to wait until 1931.
In 1929, in fact, the Milanese company signed an agreement with Büssing – a German manufacturer based in Braunschweig, Lower Saxony – for the production of the NAG 50. It was a two-axle vehicle, with a total length of 8.95 meters and a width of 2.45 meters, equipped with a 10.6-liter six-cylinder diesel engine. The vehicle was capable of delivering 80 hp at 1,200 rpm, which allowed it to reach 33 km/h. Moreover, thanks to its imposing dimensions, it was able to transport large quantities of material. This, however, turned out to be its worst flaw: its cost, in fact, was too high for the Italian economy. In fact, in 1934, when its production ended, Alfa Romeo had managed to sell only 115 examples. The frieze of the house on the wall, however, gave it the nickname of “Biscione” with which it is still remembered today.
Despite the lack of success, shortly afterwards Alfa Romeo began production of another model, the so-called Alfa Romeo 80 – not to be confused with the car of the same name – equipped with three axles and an 11,560 cm3 diesel engine, capable of delivering 110 hp. This one, however, also had little luck. In fact, only 29 examples were sold. Then followed the Alfa Romeo 85, a revised version of the vehicle according to the specifications of the Royal Army. The engine, initially the same as the 80’s, was then increased to 125 hp.

Alfa Romeo 500, Italy goes to war

As the years went by, Italy fully entered the Second World War. The transport needs of the Royal Army, engaged in military campaigns, grew. In 1937, the house of Portello presented an average vehicle of 3 tons of empty mass, which became much used by the Italian military and not only. The vehicle, in fact, in addition to the campaigns of Russia and the Balkans, was also used, until 1940, by the Fire Brigade.
The vehicle was 7.02 meters long and 2.20 meters wide, but it was characterized by its aerodynamic line, which was further improved in the following years. The Alfa Romeo truck was equipped with a six-cylinder engine, with 6,100 cm3 displacement, capable of delivering up to 75 hp. Thanks to this, the truck was able to reach a top speed of 45 km/h, but above all to travel with a full tank – corresponding to about 100 liters – up to 400 kilometers. Moreover, as demonstrated by the tests carried out in the Piedmontese Alps, the vehicle was able to overcome a gradient of 27%.
The versions of this vehicle were numerous. One of the most representative was the so-called “Command Truck”. It was twelve Alfa Romeo 500 and three trailers specially equipped to house the command offices of the Italian expeditionary corps in Russia. The truck, in addition to the offices themselves, was equipped with radio station, telephone station and electric generator.

Alfa Romeo 1000, the last heavy vehicle of the Biscione

In 1957, a new vehicle was presented at the Turin Motor Show: the Alfa Romeo 1000 or, as it is sometimes called, the Alfa Romeo Mille. It was an evolution of the Alfa Romeo 800 project, but conceptually it seemed very innovative. The vehicle was equipped with two axles, but on request it could also be equipped with three or four axles. Equipped with an 11,050 cm3 diesel engine, capable of delivering 163 hp, the vehicle was able to reach a top speed of 60 km/h.
The production started in 1958: the cockpits were made by Aerfer, while the chassis were produced by Oto Melara. The production of the mechanics and the final assembly, instead, was carried out in the Alfa Romeo plants in Pomigliano d’Arco. However, due to the manufacturer’s lack of interest, as well as the strong competition to which the production of heavy vehicles was now subjected, in 1965 Alfa Romeo decided to stop production. Up to that moment, 2,518 units had left the assembly line. The Thousand was also the base for the Alfa Romeo Aerfer trolley bus, which circulated on Italian roads, at least in some cases, until the 2000s.
After this experience, as we know, Alfa Romeo devoted its attention to other vehicles. Nevertheless, from time to time, renderings of possible Alfa Romeo trucks circulate on the network. And who knows, one day or another, we may not actually see them on the road. In the meantime, you can feast your eyes on some of Italy’s historic trucks or, even better, on Italian vintage trucks.

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Vintage trucks, which have industrialized Italy

Of the difficult season of the ’70s and the roaring season of the ’80s, each one has a very personal memory. In the memory of many truck drivers, as well as amateurs, instead, is carved the memory of the vehicles that have helped to make Italy one of the most advanced Western countries. Before Iveco took over the historical brands, Fiat, Lancia, Alfa Romeo and OM, some of them still had time to show off some of their heavy industrial vehicles. Let’s see the main, as always, divided by brands.

Vintage trucks between the 1970s and 1990s

Of the difficult season of the ’70s and the roaring season of the ’80s, each one has a very personal memory. In the memory of many truck drivers, as well as amateurs, instead, is carved the memory of the vehicles that have helped to make Italy one of the most advanced Western countries. Before Iveco took over the historical brands, Fiat, Lancia, Alfa Romeo and OM, some of them still had time to show off some of their heavy industrial vehicles. Let’s see the main, as always, divided by brands.

The Fiat 619, the export truck

In reality, if we want to be fussy, the production of the Fiat 619 began as early as 1964, as a potential substitute for the Fiat 682, the so-called King of Africa. The heir of this was a multi-purpose truck, it was presented in two versions: the Fiat 619 N, as a truck chassis, and the Fiat 619 T, as a road tractor. In the first edition, both versions were still equipped with the typical “mustache” cabin. It was because of the shape of the cab, in South America, where it was produced until 1994, that the Fiat 619 was nicknamed pico de loro, i.e. parrot beak.

1970, with the Fiat 619 N1 and the Fiat 619 T1, the truck began to be equipped with the more spacious “H” cab. Initially equipped with an engine of 12,883 cubic centimeters and 210 horsepower, the N1 and T1 versions were upgraded to a 13,798 cubic centimeters and 260 horsepower propulsion unit.

The two vehicles, built in anticipation of the European Code, which set 19 tons as mass limits for two-axle vehicles and 26 tons for three-axle vehicles, were quite popular in northern Europe. This preference for foreign markets ended up defining the Fiat 619 as the export truck. Particularly in Argentina, where, even today, it is not uncommon to see some of them in circulation.

OM numerical series

Before joining Iveco, OM also had the opportunity to present, almost in full, its numerical series. With the end of the zoological series, as the series of OM Leoncino, OM Lupetto, OM Cerbiatto, OM Daino and OM Orsetto was called, the Milanese company presented their successors. For this new series of heavy-duty vehicles, OM used a new notation, which was followed by a number to indicate the capacity and engines of the vehicle.

Between 1972 and 1973, the OM 40, OM 50 and OM 55 were presented, all equipped with a Fiat engine with a displacement of 3,455 cubic centimetres and a power of 82 horsepower. The OM 65, OM 70 and OM 75 were equipped with a 4,562-cubic centimetre engine of the same type and a power output of 90 horsepower. Finally, again with a Fiat engine, this time 5,183 cubic centimeters and a power of 122 horsepower, were equipped the OM 80, OM 90 and OM 100. This is the case with the OM 55, for example, which was also used by the Carabinieri Corps.

Between 1973 and 1983, as Iveco prepares to monopolize the Italian truck market, OM also presented the second series of numbers. Again, the vehicles achieved a good result not only in the field of freight transport. This is the case, for example, of the OM 160, used as a rescue vehicle by the Fire Brigade.

Iveco’s arrival and its heavy legacy

On 1 January 1975, taking over the legacy of the Fiat, OM, Lancia, Unic and Magirus-Deutz brands, the new Iveco brand was born. At least at first, the new brand had to include in its catalogue the vehicles previously in production with other brands. This is the case with the Fiat 190 Turbo. In some cases, as in South America, the Fiat brand was maintained until 1981.

The first industrial vehicles with the Iveco brand, on the other hand, will have to wait until September 1984. In that year, Iveco TurboStar was presented. The new Iveco truck was presented in two variants: 190.33, equipped with a supercharged engine with six-cylinder intercooler of 13,798 cubic centimeters of displacement and 330 horsepower, and 190.42, which had a turbocharged 8-cylinder V engine of 17,174 cubic centimeters and 420 horsepower. The latter, at the time of its presentation, represented the most powerful vehicle in Europe. The vehicle could also be coupled with a Fuller 13-speed quick-release gearbox or, alternatively, with a ZF Ecosplit 16-speed synchronized gearbox.

Presented in an original light grey metallic colour, usually destined for flagship cars, the TurboStar immediately attracted the attention of professionals. While maintaining the same cabin as the 190, the Iveco TurboStar greatly improved the interior comfort, thanks to some measures such as pneumatic seats, air conditioning and a new dashboard wraparound to have all the controls at hand. More than this, however, the aerodynamic refinement was much appreciated, which allowed to obtain a penetration coefficient of only 0.53. This, together with the exceptional power of its engine, made the TurboStar a very popular vehicle in Europe. Sold in about 50,000 units, in fact, the TurboStar was one of the best-selling Iveco vehicles ever. In 1993, however, it was replaced by Iveco Eurostar.

Iveco TurboTech belonged to the same family, but was introduced in 1990. Although very similar to its older brother, the TurboTech was intended for regional and local travel. Therefore, unlike the TurboStar, it had a less equipped cabin. In addition, the TurboTech also stood out on the outside, with a reduced front grille made up of seven strips instead of nine, and smaller doors. The Iveco TurboTech, however, was kept on the list as its big brother until 1993, when it was replaced by Iveco Eurotech.

This is an overview of some of the vintage heavy vehicles, which, at the turn of the 70s and 90s, have characterized the history of freight transport in Italy. There are many other means that could be told, but, at least for now, we will stop with these. Which is your favourite?

L'articolo Italian vintage trucks: the trucks between the ’70s and ’90s proviene da SMET.

The historic trucks, which have made Italy great

There are those who love to collect old cars and those who, instead, prefer motorcycles. Then there are those who choose historic trucks. In fact, there are many collectors of vintage trucks, vehicles that have marked a real era. These are the trucks that have favoured the development of a nation like Italy, which from the beginning of the last century to the present has undergone profound transformations, passing from a purely agricultural society to a more modern industrial society. Brands such as Fiat, Lancia, OM, and many others have contributed to dragging – or, better to say, transporting – Italy towards the economic boom. For this reason, they cannot be defined simplistically as old trucks. We know the main means of transport of the immediate post-war period, divided by brand.

Historical post-war trucks

After the war, in practice, the nation was completely to be rebuilt. New means were needed, able to respond to the needs of the moment, but above all to the challenges of the future. Initially, Fiat responded with the average vehicles Fiat 639 and Fiat 640 and the heavy Fiat 670 and Fiat 680. From the 1950s onwards, however, the Turin-based company undertook a real transformation. It was not the only one, however. In this engineering and production effort, it was flanked by the Officine Meccaniche of Brescia, which put into production vehicles such as OM Leoncino, and Lancia, with the revolutionary Lancia Esatau.

The Fiat 615, the beauty of the fifties

The first to be presented, in 1951, was the Fiat 615. A light truck, robust and versatile, capable of carrying up to 1,550 kilograms of material. Initially, the 615 was equipped with a 39 hp petrol engine, capable of pushing it up to a top speed of 80 km/h. In 1952, the model with the 40 hp diesel engine, named Fiat 615 N, was presented, capable of delivering a torque of 90 Nm at 2,000 rpm. The improved power delivery at low revs and lower fuel consumption quickly made the 615 N a real commercial success.

Right from the start, the Fiat 615 became an essential tool for an entire generation of workers. In all its versions, from the “boxed” to the “scudata”, the 615 contributed to the rebirth of a country in ruins. The passage of time highlights its functional limits. However, this is not the reason why it goes out of fashion. On the contrary, its style and its convex lines that recall the American means increase its charm, until it becomes the “Beautiful of the Fifties”. It is no coincidence that, even today, the 615 appears in some advertisements.

The Fiat 682, the king of Africa

In 1952, after the requirements introduced by the new Highway Code, Fiat presented a new model of truck, which would replace the previous Fiat 680. It was the Fiat 682, destined to become another commercial success for the Turin-based company. The first version, strictly without power steering, is equipped with a six-cylinder 10,170 cm3. It is still a long way from those to which we are accustomed today. The review mirrors consist of two tiny mirrors. On the roof there is a retractable triangle, which indicates the transport of a trailer. It will be the nightmare of many drivers, often fined for their forgetfulness.

In 1954, the 682 was equipped with the new, more powerful 10,676 cm3 engine capable of delivering 140 hp at 1,900 rpm. Also in this case, the truck, which takes the name of 682 N2, is not equipped with power steering. For this reason, it was not until the following year that the doors were finally opened from upwind to windbreak. For the 682 N£, instead, it will be necessary to wait until 1962. The new 11,548 cm3 engine it is equipped with is capable of delivering 178 hp at just 900 rpm.

The last evolution of the 682 came in 1967, with the Fiat 682 N4, which improves the transmission to better withstand the power. However, its production will continue for a long time, not only in Italy but also in Africa. Also for this reason, it took the name of “king of Africa”. The last Fiat 682 produced, in fact, left the assembly line in 1988, 36 years after its debut.

The Officine Meccaniche of Brescia and its OM Leoncino

The 1950s and 1960s, however, were not just the preserve of Fiat. Alongside the vehicles of the Turin company, in fact, there are also the trucks of the Officine Meccaniche di Brescia, more commonly known as OM. One of the battle models, starting in 1950, was certainly the OM Leoncino. It was a medium-heavy truck, robust, versatile and modern for the period. The cab, positioned on the engine, could carry up to three people, while the 4,156 cm3 diesel engine was capable of developing 56 hp at 2,100 rpm. These characteristics made it the workhorse for the Brescia-based company. It is no coincidence that the Leoncino remained in production until 1970, produced in Italy and Switzerland by Saurer and in France by UNIC, when it was replaced by OM 65.

The Leoncino OM, however, was not only a means of success. It also had the honour of representing a successful series, including the founder of the OM zoological series. Along with these, in fact, were also produced the OM Tigrotto, the OM Tigre, the OM Lupetto, the OM Cerbiatto, the OM Daino and the OM Orsetto. It was only in 1967, when Fiat, of which Officine Meccaniche were part, decided to reorganize the sector, that a more rational series of OM trucks was introduced.

Lancia Esatau 864, the long nose truck

The Lancia, in the immediate post-war period, because of the damage that the industrial plants had suffered, was not immediately able to produce a new vehicle. For this reason, we continued on the road we had already traced. In 1947, therefore, the company put into production the Lancia Esatau 864, a heavy truck that, at least initially, was different from the competition for the presence of the long nose on the front and the rear cabin. A characteristic that earned Esatau 864 the nickname of “long nose truck”. It was not until 1955, with the Esatau Aper, that the nose disappeared and the cab moved forward. In 1957, given the appreciation of the markets, Lancia also proposed the Esatau B.

The Esatau 864, initially, was equipped with a 122 hp engine, which was almost immediately increased to 132 hp. From a performance point of view, the vehicle was comparable to its competitors. Used both in the shipbuilding industry and in the transport of tankers and cars, as a bisque, the Lancia Esatau owes its fortune also to another use. Once the chassis had been adapted, it was also used for public transport. From Milan to Rome, there were numerous buses and trolleybuses built on the basis of the Esatau.

Many others are the heavy vehicles of the period that deserve to be celebrated. For now, let’s stop at these.
In the future, however, we will look at the Italian vintage trucks in the period between 70^th and 90^th.

L'articolo The historical Italian trucks of the post-war period: from the Fiat 682 to the OM Leoncino proviene da SMET.