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Turin Auto Show

The Turin Auto Show, formally known as the Salone dell'Automobile di Torino, is Italy's oldest and most storied automobile exhibition, first held from April 21 to 24, 1900, at the in , where it showcased early automobiles from Italian and international makers amid the rising prominence of the city's . Over its initial century, the event evolved into a premier global venue for unveiling new models, concept cars, and technological advancements, particularly highlighting 's role as the cradle of Italian design houses like , Ghia, and Bertone, as well as manufacturers such as , Lancia, and ; it was typically staged annually in spring or fall at venues including the Fiere and , drawing exhibitors from up to 13 countries and peaking with over 500,000 visitors in later editions. Notable debuts at the show included the 1908 Lancia 12 HP, the 1913 Fiat Zero, and the prototype of the 1963 Lamborghini 350 GT, underscoring its influence on automotive history and design. The traditional indoor format concluded with its 68th edition in June 2000 at the Lingotto Exhibition Center, after which declining attendance and competition from other European shows like Geneva and Paris led to its cancellation in 2002, marking the end of nearly a century of biennial or annual iterations. In 2015, the event was revived in an innovative open-air format under the Parco Valentino banner, transforming Turin's historic venues like Piazza Castello and the Po River embankment into a free public festival emphasizing test drives, parades, and heritage displays, with over 54 brands participating by 2019. This modern iteration, rebranded as Salone Auto Torino, continued to grow, hosting its inaugural standalone edition from September 13 to 15, 2024, and its second edition from September 26 to 28, 2025, in central with features like test tracks and the Torino Automotive Design Award, each attracting over 500,000 attendees and spotlighting global shifts such as the rise of brands alongside icons.

Overview

Founding and Early Years

The Turin Auto Show, known in Italian as the Salone dell'Automobile di Torino, was established in 1900 as the first motor show in Italy, organized to promote the nascent centered in , a city that had become a key hub for early automobile production following the founding of in 1899. The event emerged amid growing interest in motorized vehicles, providing a platform for manufacturers, engineers, and enthusiasts to showcase innovations and foster commercial growth in a sector still dominated by horse-drawn transport. The inaugural edition took place from 21 to 24 April 1900 at the Castle of Valentino in Turin's , drawing exhibitors from and abroad to display early automobiles, components, and related technologies in the historic venue's grounds. This four-day event marked the beginning of an annual tradition that quickly evolved, with subsequent editions emphasizing national pride and technical advancements as Italy's automotive sector expanded. In the 1900s and 1920s, the show shifted toward promoting leading Italian manufacturers such as and , reflecting 's role as the epicenter of the country's motor industry. A pivotal moment came in 1908, when debuted his company's first model, the Alfa 12 HP, at the Turin Motor Show; this innovative four-cylinder vehicle, with its advanced inline-four engine design, garnered international acclaim and underscored the event's growing prestige. Key highlights included the 1913 introduction of the Zero, an affordable small car that democratized motoring for the , symbolizing Italian ingenuity. Prior to 1938, the show operated on an itinerant basis, alternating between , , and to broaden its national reach, before settling permanently in at the Turin Esposizioni complex, solidifying the city's status as Italy's automotive showcase through the pre- era.

Evolution to Modern Format

Following , the Turin Auto Show resumed operations, marking a key revival for Italy's amid post-war reconstruction efforts. The event was held annually from the late 1940s through 1972, showcasing emerging designs and technologies that helped reestablish Italian manufacturers on the global stage. In 1972, it shifted to a biannual schedule to better coordinate with competing international exhibitions and reduce exhibitor fatigue, a change that sustained its prominence through the and . The traditional format faced challenges in the early 2000s, with the last indoor edition occurring in June 2000 at the factory, drawing fewer international participants amid rising costs. By 2002, organizers canceled the planned April due to declining , high exhibition expenses, and intense from more accessible shows like Bologna's Motor Show, where non-Italian brands such as , , , , , and withdrew, representing nearly 40% of the market. The show was revived in 2015 as the Salone dell'Auto Torino, reimagined as a free, open-air festival in to lower barriers for exhibitors and the public, emphasizing accessibility over commercial trade. This debut edition attracted around 350,000 visitors, with attendance surging to over 700,000 by 2017, reflecting strong public enthusiasm for the interactive format. Subsequent iterations in 2016–2019 built on this momentum, incorporating dynamic elements like test drives and vehicle parades before a pause due to the in 2020 and 2021. The event resumed in 2022, integrating with Autolook Week—a festival featuring Formula 1 demonstrations and rally parades—to blend modern innovation with heritage displays. Recent editions, including the 2024 show from September 13–15, which attracted over 500,000 attendees, and the 2025 edition from September 26–28, which drew over 500,000 visitors and continued to highlight through electric vehicle test drives and eco-focused exhibits alongside celebrations of classic automobiles via dedicated showcases and cultural programs, demonstrate the event's ongoing evolution.

Venues

Pre-War Locations

The Castle of Valentino, situated within the historic Parco del Valentino—a former royal hunting ground and Savoy residence—served as the venue for the early editions of the Salone dell'Automobile di Torino from 1900 to 1913. The inaugural event, titled "Mostra di Automobili," took place from 21 to 24 April 1900 at the Palazzina delle Belle Arti in the park, drawing approximately 2,000 visitors and featuring 19 exhibitors, including early Italian marques like FIAT, Ceirano, and Prinetti & Stucchi. This picturesque, open-air setting symbolized Turin's emerging status as an automotive hub and royal heritage, though attendance and exhibitor numbers grew steadily over the years, reaching 50,000 visitors by 1904 and 36,500 in 1906. Subsequent pre-war editions (13–30) from 1919 to 1937 alternated between Turin, Milan, and Rome to sustain the event's national scope, with Milan hosting most interwar shows at venues like PalaLitta, peaking with 272,000 visitors in 1934. Logistical challenges arose from the venues' limited enclosed space, as temporary pavilions and outdoor layouts in Turin struggled to accommodate expanding exhibitor demands and crowds, often resulting in rejected applications from manufacturers. Efforts to establish a permanent Turin venue faltered due to insufficient municipal funding, exacerbating the spatial issues and highlighting the tension between accessibility and the need for structured displays. In 1938, the show centralized permanently in at the newly constructed Torino Esposizioni complex in Corso Massimo d'Azeglio, adjacent to the park and designed by architect Ettore Sottsass Sr. with structural input from , marking a shift to dedicated indoor facilities capable of handling over 50,000 visitors and larger-scale exhibits. This transition addressed pre-war limitations by enabling more professional commercial presentations, though the open park environment had previously enhanced public engagement through its scenic, accessible layout. The move underscored Turin's growing dominance in the automotive sector, paving the way for expanded post-war development at the site.

Post-War and Lingotto Era

Following , the Turin Auto Show resumed in 1948 at the newly constructed Torino Esposizioni complex, marking the 31st edition and the first event in the city. This venue, designed by engineer and completed that year adjacent to , featured innovative reinforced concrete halls that expanded exhibition space to support Italy's surging automotive output amid economic reconstruction. The facility's multi-hall layout, with over 100,000 square meters of covered area, accommodated growing numbers of exhibitors and vehicles, reflecting Turin's emergence as Europe's automotive capital through Fiat's dominance and the rise of coachbuilders like Ghia and . From the mid-1980s, the show shifted to Fiat's historic factory, a sprawling complex built between 1916 and 1923 that symbolized Turin's industrial heritage with its innovative assembly-line design and elevated rooftop . The edition marked the debut at this site, where the shuttered plant's vast interiors—repurposed temporarily—hosted biennial events through 2000, integrating the show's displays with the venue's architectural legacy to emphasize Fiat's pivotal role in Italy's auto sector. This move allowed for immersive, factory-like presentations, including prototypes tested on the iconic 1-kilometer rooftop oval, drawing international attention to Turin's Fiat-centric ecosystem. In the and , these enclosed venues at Torino Esposizioni and later reached peak capacity, attracting up to 700,000 visitors per edition with expansive multi-level exhibits that showcased cutting-edge prototypes alongside production models from global brands. Halls like Nervi's Hall B enabled vertical displays and interactive zones, highlighting innovations in and that solidified the show's reputation for blending industrial might with creative flair. By the late 1990s, however, the aging infrastructure—undergoing phased redevelopment into a mixed-use complex—and escalating operational costs amid a consolidating industry led to the 2002 edition's cancellation, despite the 2000 show's strong attendance and exhibitor participation. This marked the end of the traditional indoor format, as manufacturers prioritized efficiency over additional European events.

Contemporary Open-Air Sites

The Turin Auto Show was revived in 2015 as an open-air event at Parco del Valentino, a central park along the Po River spanning 500,000 square meters, which provided ample space for expansive outdoor vehicle displays, dedicated test tracks, and interactive zones. This format marked a shift from enclosed venues, emphasizing public accessibility and integrating the event with Turin's green spaces to host features like vintage car parades where over 200 historic and supercar owners gathered annually from locations such as Piazza Vittorio Veneto. The park's layout allowed for dynamic elements, including on-site demonstrations and pedestrian-friendly paths that drew diverse crowds to explore automotive exhibits amid the natural setting. Building on this , the show expanded into a multi-site "diffused" format for the 2024 and 2025 editions under the Salone dell'Auto Torino banner, incorporating key city squares like Piazza Castello, Piazzetta Reale, , and the Royal Gardens to create an urban-integrated experience across Turin's center. This approach transformed commercial avenues and public plazas into interconnected showcase areas, with exhibitions distributed to highlight the city's architectural landmarks while accommodating static displays, promotional stands, and dynamic parades. The 2025 edition, held from September 26 to 28, featured over 50 brands utilizing these open sites for a seamless, city-wide narrative of automotive and innovation. This contemporary open-air model offers significant advantages, including free public entry that boosted attendance to over 500,000 visitors in 2025, making the event inclusive and economically viable for exhibitors by eliminating high venue costs. The eco-friendly setup, with no permanent structures and dedicated zones for electric vehicles and sustainable innovations, aligns with modern priorities, as seen in test drives of low-emission models in Piazza Castello and a strong emphasis on and showcases from global brands. Such features promote environmental consciousness while leveraging Turin's urban fabric for low-impact operations. Despite these benefits, the open-air sites present challenges, particularly weather dependency, which can disrupt outdoor activities and visitor flow during inclement conditions in late September. Logistical complexities also arise in coordinating over 50 brands across dispersed urban locations, requiring precise , setup coordination in historic squares, and efficient to maintain and without compromising the event's immersive .

Organization and Editions

Organizers and Administration

The Turin Auto Show, known as Salone dell'Automobile di Torino, was established in 1900 as Italy's inaugural automobile exhibition, initiated by Turin's burgeoning automotive industrialists and supported by local automobile clubs to showcase emerging vehicle technologies and designs. The event quickly gained recognition from the International Permanent Bureau of Automobile Manufacturers (BPICA), setting a precedent for its role in promoting engineering prowess. Early administration fell under the purview of national industry bodies, with the Associazione Nazionale Fra Industrie Automobilistiche (ANFIA), founded in , assuming organizational control by to coordinate exhibitors and elevate the show's global profile. Following , the show resumed in 1948 at Palazzo del Valentino after a wartime hiatus, managed initially through Turin's exhibition authorities amid the city's postwar industrial recovery. exerted substantial influence on its administration from the mid-20th century onward, particularly peaking in the 1970s and 1990s, as the automaker sponsored key editions, debuted flagship models like the in 1957, and hosted the event at its iconic factory starting in 1984, integrating the fair into its production legacy. The show's traditional format ended with the cancellation of the edition due to a global automotive market downturn, and subsequent revival efforts by new organizing groups faltered until , when the Parco Valentino consortium—led by event specialist —launched an innovative open-air version in to democratize access and emphasize design and heritage. This iteration ran successfully from to 2019, attracting 350,000 to over 700,000 visitors across editions through partnerships with over 50 brands and a focus on experiential displays. Post-pandemic, the event evolved further under Levy's direction, resuming in 2022 within the broader Autolook Week framework and rebranded as Salone Auto Torino by 2024 as a free, city-wide cultural showcase integrating historic vehicles and sustainable innovations. Over its history, the show's administration has transitioned from industry-led, trade-oriented governance by associations like ANFIA to more inclusive public , reflecting broader shifts in automotive toward and cultural integration. This evolution includes collaborations with Turin's status as a City of Design, leveraging the city's industrial heritage sites to blend automotive history with contemporary urban experiences.

Key Editions and Timeline

The Salone dell'Automobile di Torino originated as an annual event in 1900, held consistently each year until 1971, with editions showcasing evolving automotive technologies and manufacturing prowess. A notable early highlight was the 1938 "permanence" edition, which drew approximately 100,000 visitors and emphasized the event's growing international appeal. The show transitioned to a biannual format from 1972 to 2000, allowing for larger-scale preparations amid rising global competition. Post-World War II, the event resumed in 1948 after a wartime interruption, attracting around 50,000 attendees and signaling Italy's automotive recovery. By 1955, the edition highlighted the boom in , featuring innovative coachbuilt prototypes that underscored Turin's role as a hub for aesthetic and excellence. The 1960s editions shifted focus toward export-oriented models, reflecting Italy's expanding global market presence, while the 1990s emphasized luxury vehicles amid economic liberalization. The traditional indoor format concluded with the 2000 edition at , which recorded approximately 590,000 visitors and marked the end of the classic era before a two-decade hiatus. Revived in 2015 as an open-air festival to reduce costs and enhance accessibility, the relaunch drew 350,000 visitors and introduced a more dynamic, public-friendly structure. The 2019 edition achieved a pre-pandemic peak with over 700,000 attendees, blending static displays with test drives. The caused a , but the show resumed in 2022 under the Parco Valentino banner. The 2024 edition attracted over 500,000 visitors, spotlighting Chinese brands as emerging players in the European market. In 2025, held from September 26 to 28 and attracting over 500,000 visitors, the event emphasized electric vehicles and , aligning with modern industry trends toward eco-friendly mobility.

Significance and Impact

Influence on Automotive Innovation

The Turin Auto Show has served as a pivotal platform for early automotive innovations, particularly in advancing mass production techniques. In 1913, Fiat unveiled the Zero, its first affordable small car, at the event, which played a key role in democratizing personal mobility by introducing a simple, low-cost design suitable for widespread adoption. This model influenced Fiat's shift toward efficient manufacturing, exemplified by the 1919 opening of the Lingotto factory in Turin, Europe's first facility optimized for assembly-line production of automobiles. During the interwar period, the show amplified the global reach of Italian engineering excellence through luxury vehicle introductions that set European benchmarks. The (1922), showcased at the Turin Auto Show, pioneered unitary body construction and independent front suspension, innovations that enhanced ride quality and structural integrity in high-end automobiles, influencing subsequent luxury designs across the continent. These advancements positioned Italian manufacturers as leaders in sophisticated chassis technology, exporting refined engineering standards that competitors emulated in the and beyond. In the post-war era, particularly the and , the Turin Auto Show emerged as a hub for coachbuilders, fostering groundbreaking aerodynamic and stylistic concepts. The B.A.T. series, developed in collaboration with Carrozzeria Bertone, debuted sequentially at the show—BAT 5 in 1953, BAT 7 in 1954, and BAT 9 in 1955—exploring extreme aerodynamics with low-drag coefficients and futuristic forms that prioritized airflow efficiency over conventional aesthetics. These prototypes, designed by , demonstrated how coachbuilt concepts could reduce wind resistance by up to 40% compared to production cars of the time, inspiring later production models with integrated fenders and streamlined profiles. Complementing this, Pininfarina's Lancia Florida II, unveiled at the 1957 Turin Motor Show, introduced a silhouette and pillarless design that influenced global aesthetics, emphasizing elegance and functionality in everyday vehicles. The 1970s editions responded to the global by showcasing advancements in fuel-efficient powertrains and compact engineering. At the 1970 Turin Motor Show, introduced the Giulia 1300 Super with a 103 engine variant optimized for better part-throttle economy, reflecting the industry's pivot toward smaller displacements amid rising costs. Fiat's displays during the decade further emphasized efficient small cars, such as variants of the 127 model, which featured transverse s and to achieve improved mileage without sacrificing drivability, helping Italian brands maintain competitiveness in a resource-constrained market. By the 1990s, the show highlighted proactive safety innovations amid growing regulatory pressures. Pininfarina's CNR E2 concept, presented at the 1990 Turin Auto Salon in partnership with the National Research Council, integrated advanced safety elements including reinforced , anti-roll structures, and padded interiors designed to mitigate impact forces, achieving a of 0.20 while prioritizing occupant protection. These features anticipated widespread adoption of passive safety systems, influencing European standards for collision energy absorption in production vehicles. Since its revival in as the open-air Parco Valentino event, the Turin Auto Show has increasingly driven trends in and autonomous technologies, aligning with global goals. The inaugural edition featured prominent electric vehicles like the , underscoring a shift toward zero-emission and in premium segments. Subsequent shows, such as the 2019 iteration, emphasized hybrid plug-ins and autonomous prototypes, with dedicated zones for dynamic testing of self-driving features, positioning as a testing ground for connected and electric powertrains that reduce emissions by up to 50% compared to internal combustion engines.

Economic and Cultural Role

The Turin Auto Show has long served as a vital economic engine for the city, particularly in its pre-2000 indoor format at venues like , where it drove substantial revenue through direct sales, ancillary services, and multipliers that bolstered local GDP. As a cornerstone of Turin's automotive heritage, the event amplified the city's role as Italy's industrial powerhouse, fostering and export opportunities for exhibitors while stimulating sectors such as and . In its modern open-air revival since 2015, the show continues to generate notable economic benefits, with the 2024 edition contributing to local growth through visitor spending and industry promotion amid broader challenges in the automotive sector. Attracting over 500,000 attendees in recent years, including the event which drew over 500,000 visitors and highlighted the rise of brands, it supports job creation in tourism-related fields, where the sector overall sustains around positions in the metropolitan area. Sponsorships from major players, including brands like and , alongside public initiatives, have facilitated recovery from the post-2006 , enabling the event's despite fluctuating market conditions. Culturally, the Auto Show reinforces Turin's identity as Italy's "Motor City," intertwining automotive innovation with the city's historical narrative and preserving its legacy through linked events such as vintage car rallies and exhibitions at the (MAUTO). These activities highlight the evolution of mobility while celebrating design icons from firms like , embedding the event in Turin's cultural fabric and attracting global enthusiasts to explore its industrial past. The show's tourism draw is evident in editions like , which welcomed an estimated 700,000 visitors to Valentino Park, significantly increasing hotel occupancy and positioning as an innovation hub on the international stage. This influx not only elevates the city's branding but also integrates automotive themes with broader cultural offerings, such as nearby museums and festivals, fostering a holistic visitor experience that sustains long-term economic vitality.

Major Vehicle Introductions

1900s–1940s

The formative decades of the featured the debuts of innovative vehicles that highlighted the country's emerging automotive prowess, from early experimental designs to post-World War II symbols of renewal. In 1902, the Adami Rondine made its appearance as one of the first independently produced automobiles, crafted by Florence-based manufacturer Guido Adami in a single model featuring a compact, lightweight suited for use. This debut underscored the show's role in showcasing nascent talent amid the industry's infancy. By 1908, unveiled the Lancia Alpha 12 HP (Tipo 51), his company's inaugural production car, which introduced groundbreaking features like a narrow-angle , full electrical systems including electric lights and starter, and a four-speed gearbox—all rarities at the time. The model's sophisticated construction and performance established Lancia as a pioneer in advanced , influencing future Italian engineering standards. The 1910s brought accessible mobility to the forefront with Fiat's Tipo Zero in , an economical city car powered by a 1,910 cc inline-four engine producing 25 horsepower, designed for middle-class buyers with its simple torpedo body and low production cost of around 3,950 lire. This model represented Fiat's push toward mass affordability, becoming one of the first Italian cars produced in significant volumes. The 1920s emphasized technical innovation and market expansion. Lancia's , debuted in 1922 at the Auto Salon, revolutionized chassis design with the first independent front using sliding pillars and the pioneering use of a self-supporting body, powered by a 2,120 cc delivering 48 horsepower for agile handling. This engineering leap forward enhanced ride comfort and safety, setting benchmarks for mid-sized family cars. Complementing this, launched the 509 in 1925, a mass-market staple with a 990 cc inline-four engine (15 horsepower), hydraulic drum brakes on all wheels, and options for installment financing via the SAVA company, enabling broader ownership and producing over 90,000 units by 1929. Post-war recovery in the 1940s saw the show resume amid economic rebuilding, with the debuting in 1946 at the as a sleek featuring aerodynamic styling by Pinin Farina—the first to integrate fenders seamlessly into the body for reduced drag—and a 1,089 cc Fiat-derived engine tuned to 62 horsepower. This design, later acquired by New York's as a "rolling sculpture," bridged pre-war aesthetics with modern fluidity, influencing global coachbuilding. In 1948, Ferrari presented the 166 MM at , Enzo Ferrari's breakthrough with a 1,995 cc (140 horsepower), lightweight tubular , and competition-proven , achieving victories like the 1949 and establishing the marque's grand touring legacy.

1950s–1960s

During Italy's post-war , the Turin Auto Show in the 1950s and 1960s served as a vital showcase for innovative automotive designs that blended aerodynamic experimentation, accessible mobility, and high-performance engineering. The event highlighted Italy's burgeoning automotive industry, where manufacturers like , , and unveiled concepts and models that influenced global trends in style and functionality. These introductions underscored a shift toward more refined aesthetics and technical advancements, reflecting the era's optimism and industrial growth. In 1953, and Bertone debuted the B.A.T. 5 (Berlina Aerodinamica Tecnica), a striking built on the 1900 to explore extreme . Designed by , it featured a sleek, wing-like body with a of 0.23, pushing the boundaries of production-car styling while remaining road-legal. The B.A.T. 5 captivated attendees with its futuristic form, symbolizing Bertone's bold vision for streamlined travel. The 1955 edition spotlighted the , an iconic rear-engine city car that became a symbol of affordable mass mobility for Italian families. Although its world premiere occurred earlier in , Turin featured numerous custom and special editions by coachbuilders such as Boneschi and , adapting the compact 633cc model for diverse tastes and demonstrating its versatility. With over 2.6 million units eventually produced, the 600's simple, space-efficient design revolutionized urban transportation and export markets. Maserati's 1959 introduction of the 5000 GT marked a pinnacle of grand touring luxury, commissioned initially for the and built in limited numbers by coachbuilders like Touring and Allemano. Powered by a 5.0-liter producing 260 horsepower, this elegant 2+2 coupé combined racing-derived performance with bespoke craftsmanship, attracting celebrity owners including Prince Karim Aga Khan. Its debut emphasized Maserati's transition from pure racing to sophisticated road cars, with 34 units handcrafted between 1959 and 1965. Entering the 1960s, Alfa Romeo unveiled the Giulia TZ prototype in 1962, a lightweight sports coupé designed for competition with a innovative tubular chassis weighing just 450 pounds. Co-developed with and , the TZ (Tubolare Zagato) used a 1.6-liter inline-four tuned to 112 horsepower, enabling a top speed over 130 mph and quick lap times in prototypes. Only 112 units of the TZ1 were built for , paving the way for racing successes and influencing Alfa's performance lineage. At the 1965 Turin show, displayed the Miura's , which previewed its transverse mid-engine layout; the completed car premiered at in 1966 with a low-slung Bertone body by . The P400's 3.9-liter V12 delivered 350 horsepower, achieving 0-60 in under 6 seconds and a top speed of 170 , setting new benchmarks for handling and drama. As the first high-volume mid-engine road car, over 760 Miuras were produced, cementing 's rivalry with Ferrari and defining the genre. Closing the decade, launched the 124 Special in 1970 at , an upgraded version of the popular 124 sedan with enhanced trim, a 1,600cc producing 75 horsepower, and improved ride quality for appeal. This model boosted 's global presence, with adaptations like the Soviet 2101, and contributed to the 124 family's sales exceeding 4 million units worldwide through its reliable DOHC and spacious interior.

1970s–1980s

The Turin Auto Show in the 1970s and 1980s reflected the automotive sector's adaptation to the 1973 and 1979 oil crises, which spurred innovations in fuel efficiency and compact designs, alongside persistent emphasis on luxury and performance amid expanding global markets. Manufacturers showcased vehicles balancing economic pressures with engineering advancements, highlighting Italy's role in producing accessible yet sophisticated models. In 1971, Fiat unveiled the 127, a pioneering front-wheel-drive hatchback that set the standard for the supermini class with its transverse engine layout, independent suspension, and spacious interior for urban use. The model's efficient 903 cc engine and lightweight construction addressed rising fuel costs, contributing to over 5 million units produced globally by 1987. That same year, Alfa Romeo introduced the Alfasud at the show, a compact saloon built at a new factory in southern Italy to boost regional employment, featuring a flat-four boxer engine for low center of gravity and responsive handling. With production exceeding 900,000 units until 1989, the Alfasud exemplified Italy's push toward affordable performance amid economic challenges. The , revealed in production form by 1973, emerged as a icon with its mid-engine Ferrari-derived V6, lightweight body, and wedge-shaped Bertone design optimized for competition. Dominating the from 1974 to 1976, it secured 18 victories and influenced , though limited to around 500 units for . Shifting to the 1980s, Fiat's , launched in , became a supermini with integrated bumpers for enhanced , a modular platform, and engines up to 1.3 liters offering improved efficiency over predecessors. Selling over 6 million units worldwide by 2005, it earned in 1984 for its practicality and low emissions compliance. Lamborghini's Countach received significant updates in 1982, including a larger 5.2-liter producing 375 horsepower and refined aerodynamics that evolved its iconic scissor-door wedge silhouette for better road usability. These enhancements sustained its status as a benchmark, with the LP5000 Quattrovalvole variant boosting performance to 455 horsepower by mid-decade. The debuted at the , featuring a 4.9-liter flat-12 delivering 390 horsepower and distinctive side strakes for cooling, embodying luxury with its Pininfarina-styled wide-body . Iconic in , it epitomized high-performance grand touring, with over 7,000 produced until 1996. These introductions underscored the show's evolution toward vehicles merging efficiency with aspirational design during a period of global economic flux.

1990s–2000

The 1990s marked the final decade of the Turin Auto Show in its traditional biennial format, a period when the event increasingly highlighted vehicles addressing heightened safety regulations and the consolidation of the automotive market amid economic pressures and environmental concerns. manufacturers used the show to showcase compact models that balanced affordability, style, and advanced safety features like improved crash structures and systems, reflecting broader industry shifts toward practical innovation over extravagant designs. This era's debuts underscored Group's strategy to revitalize its brands through value-oriented products that appealed to younger buyers and international markets, while performance icons maintained Italy's heritage. The 145, a youthful three-door designed to replace the aging Alfa 33, made its world premiere at the 1994 Turin Motor Show, emphasizing dynamic styling with a distinctive grille inspired by the brand's heritage and a focus on agile handling for urban drivers. Powered by engines ranging from 1.4-liter to 2.0-liter units producing up to 150 horsepower, the 145 incorporated early safety enhancements such as reinforced side impacts and optional airbags, aligning with emerging EU directives on vehicle protection. Its launch helped consolidate 's position in the compact segment, selling over 200,000 units in by the late and signaling a market pivot toward accessible premium hatches. Similarly, the debuted in 1993 as a value compact aimed at budget-conscious families, featuring a boxy yet aerodynamic design by that maximized interior space while meeting new safety standards with dual airbags and improved braking. Unveiled during the show's traditional spring timing, the Punto's range included efficient 1.1-liter to 1.4-liter engines delivering up to 75 horsepower, contributing to Fiat's market share recovery through over nine million units produced across generations. This model exemplified consolidation efforts by sharing platforms with siblings like the , reducing costs and enhancing competitiveness in the supermini sector dominated by Japanese imports. Lancia's Integrale evolutions, building on the rally-proven all-wheel-drive platform, were prominently featured throughout the at , where updates to the 2.0-liter turbocharged engine—boosting output to 215 horsepower—and refined suspension systems were displayed to highlight ongoing motorsport dominance. These iterations secured Lancia's constructors' titles in 1991 and 1992, with drivers like and clinching victories in events such as the , underscoring the model's role in elevating brand prestige amid market challenges. By mid-decade, production evolutions incorporated safety upgrades like stiffer chassis and , aiding road while the show served as a platform for celebrating the Integrale's six consecutive titles from 1987 to 1992. The Ferrari 360 Modena, which debuted at the 1999 Geneva Motor Show, introduced an all-aluminum chassis for the first time in the brand's road cars, reducing weight by 15% compared to steel predecessors and improving rigidity for superior handling. Equipped with a 3.6-liter V8 generating 400 horsepower, the emphasized performance consolidation in a maturing market, paving the way for over 10,000 units sold globally. The Spyder debuted in 2001 at , signaling the brand's revival under Ferrari ownership, featuring a and a Ferrari-derived 3.2-liter V8 producing 385 horsepower to blend grand touring comfort with open-air exhilaration. This two-seater, with its styling and advanced chassis dynamics, marked Maserati's return to profitability, consolidating its luxury sports identity through shared engineering that boosted sales to 2,500 units annually by mid-decade.

2015–Present

The Turin Auto Show's revival in 2015 as the Parco Valentino open-air event marked a new chapter for the event. In 2016, the show highlighted Alfa Romeo's return to performance sedans with the Giulia, a rear-wheel-drive model blending and dynamic handling, powered by a range of turbocharged engines up to 505 horsepower in the Quadrifoglio variant. Following a pause due to the COVID-19 pandemic, the event resumed in 2022 under the Salone Auto Torino banner, where Stellantis presented concepts exploring hydrogen technology as an alternative to battery electric systems, emphasizing fuel cell integration for longer-range commercial applications. By 2024, Chinese manufacturers gained prominence, with BYD showcasing the Atto 3, a compact electric SUV offering up to 420 km of range on a 60.5 kWh battery and advanced driver-assistance features, reflecting the growing dominance of affordable Chinese EVs in Europe. The 2025 edition, held from September 26 to 28, further emphasized sustainable mobility, featuring electric vehicles from and DFSK, including models with fast-charging capabilities and competitive pricing aimed at the market. firms like Italdesign and highlighted autonomy prototypes, such as advanced driverless concepts integrating for urban navigation and Level 4 autonomy, signaling Italy's contributions to self-driving technology amid the shift toward greener, smarter vehicles.

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