Isetta Microcar
1953-1955

The Isetta was one of the most successful microcars produced in the post-WWII years—a time when cheap, short distance transportation was most needed. Although the design originated in Italy, it was built in a number of different countries, including Spain, Belgium, France, Brazil, Germany and Britain. Because of its egg shape and bubble-like windows, it became known as a bubble car—a name later given to other similar vehicles. Other countries had other nicknames: In Germany it was das rollende Ei (the rolling egg) or the Sargwagen (literally "coffin on wheels"; the name apparently came from the small (or rather nonexistent) distance between the passengers and oncoming traffic). In France it was the yogurt pot. In Brazil it was the bola de futebol de fenemê (soccer ball of a truck), and in Chile it is still called the "huevito" (little egg).

The car’s origins were with the Italian firm of Iso SpA. In the early 1950s, the company was building refrigerators, motor scooters and small three-wheeled trucks. Iso's owner, Renzo Rivolta, decided he would like to build a small car for mass consumption. By 1952 the engineers Ermenegildo Preti and Pierluigi Raggi had designed a small car that used the scooter engine and named it Isetta—an Italian diminutive meaning little ISO. It is said that the stylists had arrived at the design of the Isetta by taking two scooters, placing them close together, adding a refrigerator and shaping the result like a teardrop in the wind.

The Isetta caused a sensation when it was introduced to the motoring press in Turin in November 1953, it was unlike anything seen before. Small (only 7.5 feet long by 4.5 feet wide) and egg-shaped, with bubble type windows, the entire front end of the car hinged outwards to allow entry and in the event of a crash, the driver and passenger were expected to exit through the canvas sunroof. The steering wheel and instrument panel swung out with the single door, as this made access to the single bench seat simpler. The seat provided reasonable comfort for two occupants, and perhaps a small child. Behind the seat was a large parcel shelf with a spare wheel located below. A heater was optional, and ventilation was provided by opening the fabric sunroof.

Power came from a 236 cc (14.4 in³) 9.5 hp (7.1 kW) two cylinder two-stroke motorcycle engine. The engine was started by a combination generator-starter known as Dynastart. A manual gearbox provided four forward speeds and reverse. A chain drive connected the gearbox to a solid rear axle with a pair of closely-spaced 10-inch rear wheels. The first prototypes had one wheel at the rear but this made the car prone to roll-overs, so they placed two rear wheels 19 inches apart from each other. This narrow track eliminated the need for a differential. The front axle was a modified version of a Dubonnet independent front suspension. The Isetta took over 30 seconds to reach 30 mph (50 km/h) from rest. Top speed was only about 45 mph (75 km/h). The fuel tank held only 13 litres (3.5 gallons). However, the Isetta would get somewhere between 50 to 70 miles per gallon of gas depending on how it was driven.

Two models were offered - the little egg-shaped Turismo with narrow 50 cm rear track, and the Autocarro, a commercial version with full-width rear axle. The Autocarro was offered in several body styles, a flatbed pickup, enclosed truck, a tilt-bed, or even a fire engine. The Autocarro was an extremely popular type of vehicle in Italy, and numerous manufacturers produced some variant of the type. Iso had previously produced a motorcycle-type Isocarro. The Iso Autocarro was larger than most, with its four-wheel layout, conventional rear axle with differential and leaf springs, and a large tubular frame. It was good for a 500 to 600 kg load. The name Isetta Autocarro was also used.

In 1954, Iso entered several Isettas in the legendary Mille Miglia where they took the top three spots in the economy classification: over a distance of 1,000 miles the drivers achieved an average speed of over 70 km/h (43 mph). In view of its maximum speed, which was just 15 km/h higher, this was an almost incredible figure. However, despite its initial success, the Isetta was beginning to slip in popularity at home. This was mainly due to renewed competition from FIAT with its 500C model.

Renzo Rivolta wanted to concentrate on his new Iso Rivolta sports car, and was extremely interested in doing licensing deals. Plants in Spain and Belgium were already assembling Isettas and Autocarros using Italian made Iso components. BMW began talking with Rivolta in mid-1954 and bought not just a license but the complete Isetta body tooling as well. Rivolta didn't stop with licensing the Isetta to BMW. He negotiated similar deals with companies in France and Brazil.

After constructing some 1,000 units, production of the Italian built cars ceased in 1955, although Iso continued to build the Isetta in Spain until 1958. It is thought that some 4,000 Autocarros were built.

VELAM Isetta (France)

VELAM acquired a license from Iso in 1954 to manufacture a car based on the Isetta. Since Iso had sold the body making equipment to BMW, VELAM developed their own body but used the original Iso engine. The VELAM body was rounder and more egg-like than Iso's Isetta and was known by the French as the ‘yogurt pot’. Instead of a chassis like the Italian and German versions, there was a sub-frame bolted to the body at the rear, which held the rear tires, engine, and transmission. The front suspension was bolted to the front of the body. The front door was opened by push button instead of a handle, and the speedometer was mounted in the center of the steering wheel.

VELAM started production of the car in 1955 at the old Talbot factory at Suresnes, France and the car was introduced at the 1955 Paris car show. All told, five versions of the car were built: the standard Isetta, a convertible version, a luxury version, a one-off "Sport" version, and a race car. Due to competition from the Renault Dauphine, production ceased in 1958.