Coachbuilder

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Portugal 18th century
Citroen DS Decapotable by Henri Chapron
Lancia Belna Cabriolet 1935 by Pourtout
VW Hebmüller-Cabriolet
1954 Alfa Romeo 1900 SS Ghia
Alfa Romeo 6C 2300B Touring
Hooper
Rolls-Royce Phantom IV
Touring limousine, 7 seater
for HRH The Prince Regent of Iraq, 1953
this car is 19 ft long and 6 ft 5 inches wide

A coachbuilder is a manufacturer of bodies for automobiles and a manufacturer of complete horse-drawn vehicles.[note 1]

Before automobiles

A British trade association the Worshipful Company of Coachmakers and Coach Harness Makers, was incorporated in 1630. Some British coachmaking firms operating in the 20th century were established even earlier. Rippon was active in the time of Queen Elizabeth I, Barker founded in 1710 by an officer in Queen Anne's Guards, Brewster a relative newcomer (though oldest in the U.S.), formed in 1810.[1]

Early production

In the early motoring days, when series production did not yet exist, the process of acquiring a new vehicle needed two major decisions. Already accustomed to ordering carriages from a coachbuilder the buyer would select an automobile manufacturer to provide only the rolling chassis, comprising: chassis, drivetrain (engine, gearbox, differential, axles, wheels), suspension, steering system and the radiator - the radiator, usually its shell, soon became the only visual element identifying the rolling chassis brand. The customer would also approach a coachbuilder, requesting a personal body design to be fitted on the new chassis. Initially, the long-established and refined skills used to build the wooden and metal bodies of vehicles were so specialized, (such as the English wheel), that most manufacturers procured contracts with existing coachbuilders to produce bodies for their chassis. For example, Fisher Body built all of Cadillac's closed bodies in the 1910s.

Ultra luxury vehicles

Commonly the larger dealers or distributors of ultra-luxury cars would order for stock chassis and particular bodies thought most likely to sell and have them made in suitable quantities for sale off their showroom floor.

Though automobile manufacturers brought body building skills in-house, the practice of bespoke or custom coachbuilding remained in favour among the rich who continued the habit of centuries past. All ultra-luxury vehicles sold as chassis only. For instance, when Duesenberg introduced their Model J, it was offered as chassis only, for $8,500. Other examples include the Bugatti Type 57, Cadillac V-16, Ferrari 250, Isotta Fraschini Tipo 8 and all Rolls-Royces produced before World War II. Delahaye had no in-house coachworks, so all its chassis were bodied by independents, who created some of their most attractive designs on the Type 135. Most of the Delahayes[citation needed] were bodied by Chapron, Labourdette, Franay, Saoutchik, Figoni & Falaschi, Pennock and many more.

Unibody construction

The advent of unibody construction, where the car body is unified with, and structurally integral to the chassis, made custom coachbuilding (in the traditional sense of putting a bespoke body on a factory supplied separate chassis) practically impossible. Many coachbuilders closed down, were bought by manufacturers or changed their core business to other activities:

  • transforming into dedicated design / styling houses, subcontracting to automotive brands (e.g. Zagato, Frua, Bertone, Pininfarina).
  • and/or transforming into general coachwork series manufacturer, subcontracting to automotive brands (e.g. Karmann, Bertone, Vignale, Pininfarina).
  • manufacturing of special coachworks for trucks, delivery vans, touringcars, ambulances, fire engines, public transport vehicles, etc. (e.g. Pennock, Van Hool, Plaxton, Heuliez).
  • becoming technical partner for development of e.g. roof constructions (e.g. Karmann, Heuliez) or producer of various (aftermarket) automotive parts (e.g. Giannini).

Independent coachbuilders survived for a time after the mid-20th century for the chassis produced by low-production companies such as Rolls-Royce, Ferrari, Bentley.[2] Producing body dies is extremely expensive (a single door can run to US$40,000)(period?), which is usually only considered practical when large numbers are involved - though that what was the path taken by Rolls-Royce and Bentley after 1945 for their own in-house production. In view of the high cost of dies for pressing metal panels from the mid 20th century many vehicles, most notably the Chevrolet Corvette, were clothed with large panels of glass-fibre reinforced resin requiring inexpensive moulds. Glass has since been replaced by more sophisticated materials but generally these replace, if necessary hand-formed, metal only where weight is of paramount importance.

Coachbuilders are: carrossiers in French, carrozzeria in Italian, karosseriebauer in German and carroceros in Spanish.

In reference to a recreational vehicle or motorhome, coach-built means a vehicle which has been purpose-built, using only a chassis as a base vehicle, as opposed to a conversion which is built inside an existing vehicle body.

List of coachbuilders

Belgium

France

Germany

Italy

The Netherlands

  • Pennock
  • Veth & Zn.
  • Van Rijswijk

Switzerland

  • Hermann Graber
  • Ramsauer & Cie, also known as Worblaufen after the place they were built.

United States

United Kingdom


Survivors of the unibody production-line system

See also

Citations

  1. ↑ G.N. Georgano, G. N. Cars: Early and Vintage, 1886-1930. (London: Grange-Universal, 1990), p.206
  2. ↑ "Steel Bodies: In an Eggshell", in Ward, Ian, executive editor. World of Automobiles (London: Orbis Publishing, 1974), p. 2178.
  3. ↑ G.N. Georgano, p.24 cap.
  4. ↑ G.N. Georgano.
  5. ↑ Coway web site
  6. ↑ Jankel web site
  7. ↑ Jubilee web site
  8. ↑ ;MacNeillie web site
  9. ↑ Limousines.co.uk
  10. ↑ Woodall-Nicholson web site

Notes

    External links

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