Luigi Segre - motor engineer and entrepreneur

Neapolitan who turned Ghia name into symbol of automotive style

Luigi Segre at his desk at the workshop of Carrozzeria
Ghia, which he turned into a global brand

The automobile entrepreneur Luigi “Gigi” Segre, whose short life managed to combine wartime heroics with creating an iconic postwar coupé whose name would come to symbolise luxury styling in mass production cars, was born on this day in 1919 in Naples.

Segre was only 43 when he died but left a lasting legacy as the driving force behind the Volkswagen Karmann Ghia sports car, which proved that beauty and style in automobile design could also be affordable.

It was so successful that when car giants Ford acquired Segre’s former company in 1970 they gave the Ghia name to top-of-the-range versions of their most popular models.

Segre had been working in his father’s construction business in Naples when Italy became embroiled in World War Two. He was a soldier in the Italian army but after the 1943 armistice took up arms against the Nazi occupiers of his home city, taking part in the uprising known as the Quattro giornate di Napoli - the Four Days of Naples - which cost 300 Italian lives but successfully drove out the German forces ahead of the arrival of Allied troops.

He volunteered to fight with the Allies, who gave him some training and sent him to northern Italy on behalf of American intelligence as a liaison officer, parachuted in behind enemy lines to work with partisan groups in Piedmont.

He learned English quickly, earning the respect of  his commanders, and his bravery impressed the Allies, who helped him secure a university place at the end of the conflict. He graduated in engineering and took a job with Siata, a small car manufacturer based in Turin which also made mopeds, a mode of transport that was hugely in demand as Italy struggled with war-damaged roads.

The VW Karmann Ghia, the stylish sports coupé
built on the chassis of the VW Beetle family car

From there he joined Carrozzeria Ghia, a coachbuilding and car design company launched by Giacinto Ghia in 1916 and then owned by the designer Mario Boano. As commercial director, Segre was so successful he was able to buy part-ownership of the business.

Carrozzeria Ghia’s market was largely domestic, making custom bodies for Italian manufacturers such as Fiat and Alfa Romeo, but Segre wanted to expand into global markets. He travelled to the United States, where his fluent English and his familiarity with Americans, due to his wartime activities, enabled him to forge a relationship with Chrysler and its chief designer, Virgil Exner, which would ultimately lead to 18 Chrysler Ghia cars.

The Volkswagen Karmann Ghia, the project that ultimately defined Segre’s legacy, came about through his connection with Wilhelm Karmann, the owner of a German coachbuilding company based in Osnabrück, in the northwest of the country. They would often meet at international motor shows.

Karmann had worked with Volkswagen before and was aware that the company, whose success had been built on the utilitarian Beetle family car, wanted to enhance its range with something more sporty. It was a contract he was keen to land and in 1952 he and Segre hatched a plan to build a sports coupé that could be mounted on a Beetle chassis.

Luigi Segre with Wilhelm Karmann, with
whom he worked on the Karmann Ghia 

Such was the waiting list for Beetles that it would have taken Ghia months to source one in Italy but Gian Paolo - Mario Boano’s son - managed to buy one in Paris and drove it back to Turin. Over the next months, with Segre, Mario Boano plus in-house Ghia designers Sergio Coggiola and Giovanni Savonuzzi all having input, the concept became a reality.

The result was a car that had the look of an expensive marque, with sweeping, sculpted lines and elegant, low-slung proportions, but was as simple to drive and as economical to run as its parent Beetle. 

Production ran from 1955 to 1974, with almost half a million of the cars sold. It cemented the "Ghia" name into the vocabulary of mainstream car buyers worldwide.

Sadly, Segre did not live to enjoy many years of Ghia success. After Mario Boano left the business in 1953, Segre became sole owner in 1954 and hired well-respected designers such as Pietro Frua to ensure Ghia continued to be at the forefront of the market.

However, in February, 1963, following successful surgery to remove kidney stones, his health suddenly and unexpectedly deteriorated and he died in a Turin clinic.

Doctors blamed a viral infection, possibly one he had picked up on a business trip to Brazil, but this was not confirmed. He was survived by his wife, Luisa, whom he had married in 1955, and their two sons, Edmondo and Silvio.

Luisa subsequently sold most of the Carrozzeria Ghia business. It was acquired by Ford in 1970 and remains in that company’s ownership, helping craft designs for the European market from its headquarters in Corso Guglielmo Marconi in Turin.

The Basilica of Santa Chiara in Naples was badly
damaged during a World War Two bombing raid

Travel tip:

Naples was the most heavily bombed Italian city during World War Two, enduring roughly 200 Allied air raids and extensive damage from retreating German forces. Following the war, a massive effort was undertaken to resurrect its historic centre.  Among the buildings worst affected were the Basilica di Santa Chiara, the 18th-century Baroque interior of which was ruined along with historic frescoes when a bombing raid triggered a fire that burned for two days, causing the roof to collapse. Restorers stripped away the damaged plaster to reveal and rebuild the church’s original 14th-century Gothic architecture.  The Royal Palace of Naples was damaged several times, including by the catastrophic March 1943 explosion of the ammunition ship Caterina Costa in the nearby port. Bombing raids damaged the palace's facades, collapsed the roof of the Court Theatre, and destroyed the palace chapel.  The Teatro di San Carlo, Europe's oldest continuously active opera house, sustained direct bomb damage in 1943. The auditorium only narrowly escaped complete demolition, and the foyer and adjacent structural sections were also badly hit. Amazingly, in view of its huge cultural importance, it was one of the first buildings to receive emergency aid. Under the direction of Allied authorities and local craftsmen, it was rapidly patched up and fully restored by 1948.

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Fiat's vast Lingotto Factory was renowned for its
rooftop test track, which was 1,500m in length

Travel tip:

Turin’s identity is closely connected with the Italian automotive industry, earning it the nickname the "Detroit of Italy." The association began in 1899 with the founding of FIAT (Fabbrica Italiana Automobili Torino) by Giovanni Agnelli. By 1906, Turin was home to more than 20 car manufacturers. The city benefited from strategic advantages, including cheap hydroelectric power from nearby Alpine lakes and a direct rail link to France through the Frejus tunnel, which accelerated early technical exchange. The crowning symbol of this era was Fiat’s Lingotto Factory, an architectural marvel completed in 1923, featuring a test track on its roof where newly-assembled vehicles were put through their paces. As well as large-scale manufacturing, Turin became a global centre for elite automotive design and specialised coachbuilding, becoming the home of great design houses such as Pininfarina and Bertone.  Today, its engineering prowess lives on through cultural institutions such as MAUTO - The National Automobile Museum - which exhibits more than 200 cars from 80 global manufacturers.

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Read also:

Filippo Illuminato, the 13-year-old partisan who gave his life for the city of Naples

Battista 'Pinin' Farina, the little brother who became a giant of car design

Why Giorgetto Giugiaro has been described as the most influential auto designer of the 20th century

Also on this day:

1817: The death of painter Andrea Appiani

1830: The death of Francis I of the Two Sicilies

1931: The birth of film director Paolo Taviani

1936: The birth of actress Virna Lisi

1942: The birth of footballer Sandro Mazzola

1979: The birth of actor Salvatore Cascio

1982: The birth of golfer Francesco Molinari

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Vincenzo Lancia - racing driver and engineer

Founder of ground-breaking car maker

Vincenzo Lancia in 1908, at the wheel
of a Fiat car at the Targa Florio race

Vincenzo Lancia, the founder of one of the most important car manufacturers in the history of Italy’s automobile industry, died on this day in 1937 in Turin.

He was only 55 years old and had suffered a heart attack, his unexpected death coming just as the aerodynamic Lancia Aprilia, second only to the 1922 Lambda among Lancia cars to have a profound impact on auto design across the world, was about to go into full production.

Vincenzo, who worked with the brilliant designer Battista 'Pinin' Farina in the later part of his career, is regarded as one of the three foundational figures of Italian car making, alongside Fiat founder Giovanni Agnelli, who was the first to manufacture cars on an industrial scale, and Enzo Ferrari, who led the way in Italy’s sports car culture.

Italy has a long tradition of stylish high-performance cars, with Ferrari, Lamborghini, Maserati, Alfa Romeo and Lancia recognised as the standard bearers.

The Lancia company was founded in 1906, Vincenzo having gained experience working for Fiat, for whom he was a test driver and often drove their cars in races.

Vincenzo Lancia - often called Censin - was born in August 1881 in Fobello, a small village in a mountain valley in northern Piedmont, about 18km (11 miles) from the border with Switzerland and 26km (16 miles) west of Lago Maggiore. 

Thanks to his father, Giuseppe, who had been successful in the food canning industry, the family was comfortably off. His father had ambitions for his son to build a steady career in accountancy or the law. He studied bookkeeping at the Turin Technical School. 

Yet, as industrialisation began to expand rapidly in Italy, Vincenzo was increasingly interested in machines and the engineers who built them.

By chance, an opportunity arose for him when his father agreed to rent some property he owned in Turin to Giovanni Ceirano, a pioneering bicycle and early automobile builder, who needed premises to open a workshop. 

Vincenzo eventually persuaded his father to let him work with Ceirano, ostensibly to further his experience in accountancy. He was listed in the company's brochure in 1898 as bookkeeper.

The 1922 Lancia Lambda was the first production
car to be built with a rigid single shell body 

His real purpose was to learn about building cars, volunteering to help out as a mechanic when not needed in the office.

If he had set out somehow to put himself in the right place at the right time in the development of the Italian car industry, it could not have gone better if he had planned it.

The prototype car Ceirano produced, given the curious, English-sounding name of Welleyes, made such an impression when it was exhibited for the first time that a group of entrepreneurs looking for an opportunity to enter the fledgling automobile market proposed not only to buy the patent for the Welleyes car, but to take control of the Ceirano factory too, along with all its employees. 

The company they formed in order to do this was named Fabbrica Italiana Automobili Torino - FIAT.

Thus, at the age of 18, Vincenzo Lancia found himself employed by Fiat. As the Welleyes became the Fiat 4 HP, the company’s first production model, Lancia’s role was as a test driver. Soon, he began competing for the company in local races, achieving his and Fiat's first victory in the 1902 Turin Sassi- Superga race. 

His record as a competitive driver was mixed. He often set records for the fastest lap but his driving style was impetuous and he often failed to finish because of technical problems or minor accidents. 

The Fiat 4HP, the first car to bear the Fiat name
after Vincenzo Lancia joined the new company

There were some successes, although Fiat valued him mainly for his mechanical sensitivity and his ability to diagnose faults as he drove at speed. His feedback helped refine early Fiat models.

In the meantime, in partnership with Claudio Fogolin, a friend and fellow Fiat driver, Vincenzo had in 1906 founded his own car manufacturing, under the Lancia name, in Turin, operating from a small workshop on Via Ormea, at the corner of Via Donizetti, in the south eastern part of the city.

Their first car was called the Tipo 51 or 12 HP, which Vincenzo later renamed as Alfa, beginning a tradition of naming vehicles he produced after letters in the Greek alphabet.  As the business grew, the factory moved to larger premises in the Borgo San Paolo district.

Right from the start, Lancia was different from other Italian marques: it prioritised engineering innovation over mass production, emphasising precision, and mechanical elegance. Vincenzo insisted on rigorous testing and would delay production rather than release a car that did not meet his standards.

The Lambda, which first appeared in 1922, was almost certainly his most important contribution to automotive history. Its monocoque construction, combining the body shell and chassis in one rigid unit, was a world first in production cars, as was its independent front suspension. 

Lancia’s conceptual leap in the way the Lambda was made brought major improvements in handling and safety and influenced car design across Europe, setting the template for modern vehicle construction. The monocoque body became the global standard for passenger cars.

The innovative, aerodynamic Lancia Aprilia was
about to go into production when Vincenzo died 

Vincenzo’s personal prestige grew with the reputation of his cars. He was instrumental, as a high-profile supporter, in the construction of the Monza race track, at which he laid the foundation stone in 1922. In 1930, he joined forces with a group of other industrialists to form the coachbuilding company called Carrozzeria Pinin Farina, headed by the car designer Battista ‘Pinin’ Farina, which was to become synonymous with Italian sports cars and influenced the design of countless luxury and family cars across the world.

Lancia teamed up with Pinin Farina to work on his second ground-breaking car, the Aprilia, which was just weeks away from going into production when Vincenzo died. The Aprilia was one of the first cars designed using a wind tunnel, its streamlined body achieving record low drag. The Aprilia also featured four pillarless doors, a narrow-angle V4 engine and independent suspension.

Vincenzo Lancia was a contradictory character, according to those who knew him. A jovial bon viveur away from work, a music lover who was good company, he was a perfectionist in his professional role, intensely driven and willing to work long hours to achieve his goals. Some say these traits may have contributed to his premature demise.

After his death, a funeral was held in Turin, after which he body was taken back to Fobello and laid to rest in the family tomb at the village’s small cemetery.

The running of the Lancia business was taken over by his son, Gianni, and Gianni’s mother, Adele, who had been Vincenzo’s secretary. They hired Vittorio Jano, the Hungarian-born engineer who had made a name for himself with Alfa Romeo. 

Like his father, Gianni was energetic, ambitious and imaginative and Lancia continued to produce technically brilliant cars, the Aprilia being followed by the Ardea, Aurelia and later the Flaminia. 

But the company’s engineering‑first philosophy became increasingly expensive to sustain and ultimately contributed to Lancia becoming part of Fiat in 1969.

The Villa Lancia in the village of Fobello, in the High
Mastallone Valley, was the Lancia family home

Travel tip:

Fobello, where Vincenzo Lancia was born, is a small mountain village in Valsesia, in the province of Vercelli, Piedmont. It sits at about 880 metres in the High Mastallone Valley, surrounded by dense beech woods and gentle alpine slopes. The area is often called the “Emerald Basin” because of its unusually lush, sunlit green amphitheatre of forests and meadows. Fobello is part of the High Valsesia Nature Park, one of the most pristine alpine environments in Piedmont. It is a popular area for hiking and excursions through beech forests and high pastures, for wildlife observation and exploring traditional alpine hamlets, of which there are many in the vicinity. The name Fobello is traditionally linked to the Valsesian word fo, meaning beech, although some local lore suggests it may be a contraction of fondo bello, which could be taken to mean beautiful valley floor. Fobello’s parish church, the Chiesa San Giacomo dates back to 1545 but has twice been destroyed by flooding from the nearby Mastallone torrent, being rebuilt in 1931. The Palazzo Giuseppe Lancia, which Vincenzo Lancia himself built as a school building, now houses a museum dedicated to Vincenzo’s life and career. Visitors to Fobello often stay in nearby Varallo.

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Only an aerial photograph can capture the sheer
size of the former Fiat factory at Lingotto

Travel tip:

The automobile industry in Turin is mainly defined by Fiat, whose former headquarters in Via Nizza in the Lingotto district, where Vincenzo Lancia worked before setting up in business himself, was once the largest car factory in the world, built to a linear design by the Futurist architect Giacomo Matte Trucco. It featured a spectacular rooftop test track made famous in the Michael Caine movie, The Italian Job. The track is still in place and though Fiat’s main production centre is elsewhere, is still used to test the company’s range of electric cars. Redesigned in the 1980s by the award-winning contemporary architect Renzo Piano, it now houses concert halls, a theatre, a convention centre, shopping arcades and a hotel, as well as the Pinacoteca Agnelli art gallery and the Automotive Engineering faculty of the Polytechnic University of Turin.  The Oval Lingotto, an indoor arena built for the 2006 Winter Olympics, is now used for exhibitions.

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More reading:

How Battista ‘Pinin’ Farina became a giant of the car industry

What made Vittorio Jano one of the greatest engine designers in motor racing history

The ‘tractor maker’ insult that inspired Ferruccio Lamborghini

Also on this day:

1564: The birth of Renaissance scientist Galileo Galilei

1898: The birth of comic actor Totò

1910: The birth of circus clown Charlie Cairoli

1927: The birth of cardinal Carlo Maria Martini

1944: The destruction of Monte Cassino Abbey

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