Tasting Italy 🇮🇹 Automotive Culture⛽
Yesteryear motoring topics
Inveterate lover of 1900s to 1950s cars, ads and artistic coachbuilt fancy🍸
Automotive
Following826
Followers9.8K
Engagement5.65%
Avg likes541
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About EdB's motoring vault
EdB's motoring vault (@_emilianodelbue_) is a Cars creator on Instagram, also filed under Automotive. The account has 9,774 followers and 1,703 published posts. Recent posts average 541 likes and 9 comments, an engagement rate of 5.65%.
EdB's motoring vault belongs to the nano tier, the band usually drawn between 1,000 and 10,000 followers. EdB's motoring vault follows 826 accounts, so the audience is roughly 12 times the size of the list followed. EdB's motoring vault uses an Instagram professional account. Flinque files EdB's motoring vault under Cars, with Automotive as a secondary category.
The Instagram bio for EdB's motoring vault runs to 19 words across 3 lines. Emoji sit alongside the words. The latest activity Flinque has on record for EdB's motoring vault dates from June 2026.
Story Highlights
Unlocking shows the title and cover image of every story highlight this creator keeps pinned to the profile.
1,703 Posts
All 10 recent posts Flinque holds for EdB's motoring vault are carousels. EdB's motoring vault has built a substantial archive of 1,703 posts. Against the audience, that is roughly 5.7 followers for each post published. EdB's motoring vault also keeps 17 story highlights on the profile. All 10 carry captions, averaging 324 words each. The captions are written mainly in English. Words that recur across them include which, first, were, still and other. The captions tag #millemiglia, #alfaromeo, #pininfarina, #lancia and #lanciaclub.
If the first prototype of the Lancia Lambda from early-1921 almost looks like a canoe, that's because it should be. Pininfarina confirmed many years later, as Vincenzo Lancia had become deeply interested in the load-bearing structure of ship hulls—a single body+chassis that had existed for millennia—and their ability to withstand the violence of the sea without breaking, even when the hull is partially out of the water and the pressure exerted on it is therefore unequal. This is where Giovan Battista Falchetto and his collaborators began their research, with one of the first basic drawings of the idea, submitted for patent on March 28, 1919: it almost resembles a cyclecar. Independent suspension was the most obvious consequence to make this structure fully usable. On March 15, 1921, after obtaining the patent for the structure, Vincenzo Lancia convened the technical staff to establish the tasks, with Falchetto designing the body and suspension, Primitivo Rocco the engine, Augusto Cantarini designing, and Quarello for the details. Considering that its V4 was basically ⅓ of the V12 engine already tested during WW1, the most complex task was Falchetto's, who designed 14 different suspension solutions in a single night. Lancia then chose a simple one but that seemed safer to him, after having a bad adventure on the road leading to his villa in Fobello with his mother on board, when due to the rough road a front leaf spring of his Kappa broke and he barely avoided a disaster. Work progressed rapidly, with team working 9h a day, 6 days a week. As early as September 1, 1921, just 5½ months after the first meeting, testing of the first prototype began at Mont Cenis, near Turin. The test drives proved satisfactory, and Lancia invited his collaborators Claudio Fogolin (former partner), Falchetto, Luigi Gismondi, Manlio Gracco, Francesco Pallavicini, Cesare Scacchi, Rodolfo Zeppegno, Ernesto Zorzoli, and the bros Franco and Vittorio Bocca to dinner followed by a game of bocce at the Giaconera restaurant in Condove. But something was still missing...(in first comment) #lancia #lancialambda #vincenzolancia #lanciaclub #conceptcarAn observation on the 1953 Mille Miglia, which always amused me. With 577 cars entered, the quantity was remarkable: it was no longer a novelty, since the exponential increase in participants began with the 1948 edition, when a radical change in the rules allowed private individuals to participate without restrictions. Some complained, but this possibility granted admission to many "humbler" cars, squadrons of Fiat 500 Topolino in all versions, 1100B and E (later also the 600), Lancia Ardea, Appia, Renault 4CV, Panhard Dyna X, Isetta... In '53, there was "the charge of 1100". The overall classification was won by Marzotto/Crosara in a Ferrari 340MM Spider Vignale, and Fangio/Sala second in an Alfa Romeo 6c 3000CM Berlinetta Colli, after a fierce battle within seconds. The Turismo class within 2000cc was obviously won by the Alfa Romeo 1900TI with Pagliai/Parducci first and Stagnoli/de Giuseppe second, after the usual duel with the various Lancia Aurelia saloons and B20s. The 1900 and Aurelia were also equal in quantity, both being present with around 30 units each. Let's get to the point: that year, around 120 Fiat 1100 signed up to the MM, counting only the new Type-103 monocoque, excluding the S (different category), and old 1100B and E. That year, MM began on April 26, and the 1100/103 was presented that month. None of them were the more powerful and richer 1100TV (Turismo Veloce), because it wouldn't arrive until October. This means that at the race there were approximately 120 brand-new Fiat 1100s, early production cars with very low chassis numbers, barely run-in and never tested in any other competition before, driven by just as many crazy people who were willing to risk or potentially destroy their new cars just to participate. They won the 1100cc Turismo class, with Mancini/Mancini first and Serena/Piccolo second. I think this says a lot about what the Mille Miglia meant at the time. #millemiglia #fiatfanclub #fiat1100 #fiat1100103 #fiatmillecentoThe genius with his creatures: a famous portrait of engineer Giustino Cattaneo (both formal and light-hearted versions) with an Isotta-Fraschini Asso 750 V12 aircraft engine, and a Tipo 8A with Cesare Sala coachwork. After experiences in both the automotive and nautical sectors at Enrico Bernardi, then Florentia and then Züst, he joined Isotta-Fraschini in 1907 with the first task of organising the company's new machine tools, with the possibility of building internal ones for any refined machining that didn't find something satisfactory on the market. Upon joining Isotta-Fraschini, Cattaneo found a professional position in an industrial environment and scale that allowed him to fully express his genius and his penchant for solid, linear constructions. His employment relationship was rewarded by a collateral contract that granted him the right to receive subsidiary royalties and safeguarded ownership of his inventions. Prodigious inventiveness, in addition to basically managing the plant, he designed automobiles, industrial vehicles, and aircraft and marine engines. From 1907, the majority of Isotta-Fraschini production was Cattaneo's work: 36 types of automobiles, 19 types of industrial and military vehicles (including a 200-hp 8-wheel-drive armoured car, which remained a prototype after passing government tests), 15 marine engines, 18 aircraft engines. His best-known car is the legendary Tipo 8, but his most significant contribution to automotive technology is certainly the invention of an efficient four-wheel braking system, surpassed only by the advent of hydraulic control. Named as engineer honoris causa in 1925, he first became technical director and finally general manager of Isotta Fraschini, a position he resigned only in 1933. At that time, the Soviet government offered Cattaneo the position of general technical director of civil aviation in the USSR. His already declining health prevented him from accepting a very rewarding contract, which, however, included a stipulation requiring a stay in Moscow, initially...(in first comment) #isottafraschinitipo8a #isottafraschini #alfaromeo #giustinocattaneo #isottafraschinimilanoIn 1954 the family grew, with the newborn who would become Italy's sweetheart. After the refreshed Alfa Romeo 1900 Super and Super Sprint, the all-rounder Romeo and the new Giulietta Sprint arrive to join the picture. What you saw were the ones there and nothing more: on March 19, 1954, Alfa Romeo went big at the Turin Motor Show, despite having as many Giuliettas available (and existing) as those proudly displayed on the stand...two. The first pre-series, one red and one light blue, partially built by Ghia. They differed from each other in various details, and both featured a tailgate that was later removed for fear of water infiltration and to simplify the bootlid molding. Around them, two 1900C Super Sprint and four 1900 berlina. By the time the Motor Show was over, Alfa Romeo had already received more than 500 reservations, against a sales forecast of no more than 100-200 units per year. Boano left Ghia, which in turn backed out of the order, aware of its weakness and its inability to build all those Giuliettas. Touring was already saturated, and Bertone was thus left alone, subcontracting the construction of body parts to every available panel beater in Turin. We all know how it ended. Meanwhile, in April, the Portello plant also held a Romeo and Juliet presentation ceremony for the Giulietta Sprint, one seen in Turin and a 3rd unit still with tailgate, along with the rest of the range. Between late spring-early summer, finalization of other details began. In August, another one was used for the owner's manual photos, almost definitive: no tailgate, no longer external fuel cap, but the upholstery and trim still differed. The grille was still the same as the 1900, and the rear bumper lacked the recess for the bootlid button. Another one was exhibited in Paris in the fall. By the end of 1954, the first 12 Giulietta Sprints had been built; 1,415 would be built in '55, and 1,855 in '56. #alfaromeo #alfaromeogiulietta #giuliettasprint #bertone #alfaromeo1900A truly unusual glimpse into one of the departments of Pininfarina factory in Corso Trapani, when WW2 was already raging. The situation in Turin was still fairly calm, so it was still possible to take on less lucrative but appropriate operations to maintain the company's prestige, such as this one, namely storing customers' cars (in fact, they all have license plates and are from different years) for small body repairs, for those who didn't want maintenance at a garage but done directly by the manufacturer. Aside from the warning painted on the wall in Piedmontese dialect urging people to save electricity due to its cost, the only real evidence of wartime is the Lancia Aprilia (already mounting running boards) with its white-painted fenders and partially covered headlights for the blackouts. At the far right of the photo, you can see the front of a recent Aprilia cabriolet; in the centre is an elegant Artena/Astura Series 3 saloon; in the left foreground, it could be an Astura limousine. The large coupé in the background seems to be an Alfa Romeo 6c 2300B because of the wider track: Pininfarina built several examples, both coupé and cabriolet, with this same front grille, indistinguishable between Alfa and Lancia, around 1937-38. During wartime, the company concentrated on building bodies for lorries and ambulances, and in 1943 the workshops were moved to Montechiaro d'Asti (after this photo) to avoid the risks of air raids. Pininfarina was fortunate enough not to have the plant completely destroyed afterwards, but given the lack of new chassis and the shortage of fuel and tires, he too resorted to building kitchens, as Alfa Romeo did. #pininfarina #lanciaclub #lanciaaprilia #lanciaastura #alfaromeo6c2300We can consider this post a part 2 to my last rant. Strange or reasonable as it may be, the Maserati A6 1500 is the first car that comes to mind whenever I think of a better alternative to the Cisitalia 202, yet it isn't considered the same "Rolling Sculpture" as the other, even though it was historically more important and significant. The first Maserati road car built in small series, which forged the brand as we still know it today, spawning all subsequent Maseratis. Is history made by the victors? Who knows. I only know that despite the perennially undercapitalized Maserati bros, they designed such car, and even the Orsi family, who already owned their company, were engaged in bitter battles with the unions and were losing pieces of their diverse industrial empire along the way. Way different from Piero Dusio's wealth, which also increased during WW2 and surpassed that of the Agnelli family. You got a serious racing engine with 2 more cylinders, for a non-vital price difference: the Cisitalia cost 3,900,000 lire, the Maserati 4,500,000. Yes, a lot, both were too expensive, because each car was built on the spot without planning (for the Maserati you had to wait 7 months to get it) and neither had a sales network. An Alfa Romeo 6c 2500 fluctuated between 2,600,000 and 3,200,000!!! The great collector Angelo Tito Anselmi, the best automotive historian Italy has ever had, called the A6 "a fundamental example of unadorned modeling, more significant than the Cisitalia 202 itself for the future of the Italian GT." So I'm not alone, and I trust him far more than an American art museum that took a handful of cars from a junkyard. The fresh, clean innovation that Pininfarina brought to the 202 was applied even more convincingly here, as the Maserati already shows a completely continuous smooth side, rather than the old rear fender bulge like the 202, which to me remains beautiful, but a flash in the pan that burned out too quickly to deserve all the importance we want to attribute to it at all costs. #maserati #maseratia6 #maseratia61500 #pininfarina #maseratia6gcsIn the past, I've never hidden the fact that I don't like the Cisitalia 202, and I find it very overrated. First, if it hadn't been exhibited at the MoMA, it would've been simpler and more proportionate to reevaluate it at appropriate time for what it truly was, like other cars of its era, avoiding this excessive and specious connotation that seeks to elevate it to a talisman at all costs. Second, a car isn't just about aesthetics. Therefore, since underneath it remains a tuned Fiat 1100, I consider it technically inferior to almost everything else Italy had to offer at the time. Its "Rolling Sculpture" myth needs to be clarified for once. The Cisitalia 202 was but one of 8 cars exhibited at MoMA in 1951. Among them, a prewar Mercedes SS, a vulgar MG TC, the Willys Jeep and the Lincoln Continental. All of them were called "Rolling Sculptures". In the exhibition catalogue's text, no specific reference is made to the Cisitalia being called a sculpture, art or anything equally bombastic. Italy's domestic storytelling has vastly transfigured reality when it comes to the appreciation of a very charming but certainly overrated Savonuzzi-Pininfarina design. For the records, the car exhibited at the show was a rather derelict specimen acquired at a used car dealer off Manhattan and badly resprayed in light blue metallic for the occasion (in other words, MoMA didn't have money for more established marques). Probably the quickest, cheapest way to source any example of exotic Italian sports car. Old Pinin was appalled when he saw the body at the show. Only much later, in 1972, Pininfarina decided to gift one Cisitalia in show conditions to the MoMA, which is how it entered the permanent collection. Arguably, Pininfarina's most clever marketing investment ever. The only intelligent guy of the lot. #cisitalia #cisitalia202 #moma #pininfarina #fiat1100Contrary to the other day's post, who has exploited the Mille Miglia for commercial and sales purposes better than Alfa Romeo? No one, so much so that even today we naturally tend to immediately associate the Alfa Romeo 6c 1750 Gran Sport spider and the Mille Miglia as an inseparable pair. Even before her, the 1928 victory with the 6c 1500 helped keep sales reasonably high for the following year too, when the 1750 was unveiled in February 1929. While the engine size was only slightly increased, Vittorio Jano's extensive development and refinement work was clearly visible. He achieved the perfect balance between power, weight and agility, making it an unbeatable contender on any racing background throughout the first half of the new decade. A masterpiece that will have no rivals in the Sports category for speed and reliability, capable of leaving cars with double the displacement behind. The '29 Mille Miglia would be its debut, with Giuseppe Campari and Giulio Ramponi, fresh from their victory the previous year, once again intent on combining testing, anticipation, anxiety and excitement as they contemplated the grueling 1600km route. It would end in a triumphant ride for them and for the publicity, as well as for the excellent placings of other private 6Cs. The 1930 Mille Miglia was the legendary one that saw Nuvolari and Guidotti break the 100kph average barrier for the first time and perform the famous overtake with headlights off against Varzi's Alfa. Then the victories at Spa and the Tourist Trophy. In 1931, Campari and Attilio Marinoni's 1750 came close to winning again to uphold the honour, following the retirement of the new 8c 2300: they finished 2nd, behind Rudolf Caracciola's Mercedes, but both the 1750 and the "old" 1500 continued to reap success with private drivers. Advertising? By the time it went out of production, the 6c 1750 would have been produced in a remarkable 2579 units. A significant figure given the times, and especially for a brand like Alfa Romeo, which until the mid-1920s struggled to produce 300 cars a year. #alfaromeo #alfacorse #alfaromeo6c1750 #millemiglia #scuderiaferrariThe oldest existing Lancia Flaminia, unmasked by a small, seemingly trivial detail, which as always makes the difference. 10 years ago, Silvio Riccardi (and who else, if not the world's most fanatical Lancia Flaminia hoarder?) learned from a friend of yet another Flaminia abandoned in a garage. After waiting months to get the photos from the owner's descendant, who died in 1970, the detail is finally revealed and the interest increases: it was a 1957 car, because the cheap frame of the blinker/fog lights is oxidized, not yet stainless steel like those on 1958-onwards Flaminias. It takes another two months to see the car in person, because the owner's grandson is never available for an appointment. When Silvio finally gets around to it, the warehouse is dark, and among the many boxes, he spots an Appia and countless other objects. Then the Flaminia appears, with its tires completely flat, a wardrobe lying on the roof, and two inches of dust covering it. The car still has its December 1969 registration stamp on it, the year it was parked in the warehouse. It has obvious signs of corrosion on the sills and rear fenders, but excluding the front badge and the headlight frame, it's complete with everything, including the tool bag, and the seats cloth was protected by covers. A license plate check revealed that it was sold new in Novara on August 6, 1957, then in 1960 it was purchased by a man from Cassano d'Adda and thus received the Milan license plates it still has. The Flaminia berlina's serial number is 813.00, followed by the chassis number, starting at 1001. Looking inside the engine compartment, this bears the 1005, making it the 5th one produced and therefore the oldest known. With only 48,353km on the odometer and old oil that was changed only 350km before it was put aside, on the 5th attempt the car starts up with a lot of noise...oh, the muffler is punctured...#barnfind #lancia #lanciaflaminia #lanciaflaminiaberlina #lanciaberlinaIn a single photo, there's everything that a car race, when at the height of its social usefulness, can bring in terms of technological and industrial progress. Like F1 was for decades on sports cars (at this moment, however, as things stand, I'm forced to doubt this useful direct relationship), the same was for Mille Miglia. Aside from being empathetic and advertising-oriented by holding the race on open public roads to promote series models to everyone (which nevertheless remained an excellent testing ground for manufacturers to test their cars), all the drivers of that generation would have told you that the banality of having windshield wipers that worked well and were as reliable as possible wasn't a banality at all, and they all told you so. Bodies with more aerodynamic shapes: even a Fiat 508 Balilla like this one, the berlinetta Sport MM (not surprisingly), created to protect the crews from the elements compared to the Coppa d'Oro spider, takes up and partially anticipates the shapes of larger sports cars, highlighting how aerodynamic efficiency was right to apply even to common, popular cars. Anchored tires to improve grip, as it seems to be equipped with judging by the tread pattern (Pirelli Stella Bianca). Lighter bodies: lightness and aerodynamics always have proven to be an unbeatable combination, even though it's the only thing this Balilla wasn't so good at, being 150kg heavier than the slim spider behind her, but it's mainly due to the engine's low power. Fuels: this is the 1936 Mille Miglia, under international sanctions that weighed on Italy after the invasion of Ethiopia, so the Robur was a self-sufficient alternative to regular petrol. 48% petrol, 52% alcohol: 20% methyl alcohol produced chemically by synthesis, 32% ethyl alcohol derived from sugar beets. Today, the same principle is still very valid for testing the effectiveness of alternative fuels...#millemiglia #fiatfanclub #fiatbalilla #fiat508 #streamline
EdB's motoring vault's engagement
EdB's motoring vault's engagement rate on Instagram is 5.65%, between 3% and 6%, or 3 to 6 likes and comments per 100 followers. On a typical post that comes to about 1 like or comment for every 18 followers. Likes outnumber comments by roughly 60 to 1, with 541 likes and 9 comments on an average post, so most reactions are taps rather than replies.
Engagement rate
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9
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Who is EdB's motoring vault?
EdB's motoring vault (@_emilianodelbue_) is a Cars creator on Instagram, also filed under Automotive. EdB's motoring vault uses an Instagram professional account. The Instagram bio for EdB's motoring vault runs to 19 words across 3 lines.
How many followers does EdB's motoring vault have?
EdB's motoring vault has 9,774 followers on Instagram (9.8K). EdB's motoring vault follows 826 accounts, so the audience is roughly 12 times the size of the list followed. EdB's motoring vault has built a substantial archive of 1,703 posts.
What is EdB's motoring vault's engagement rate?
EdB's motoring vault's engagement rate on Instagram is 5.65%, between 3% and 6%, or 3 to 6 likes and comments per 100 followers. On a typical post that comes to about 1 like or comment for every 18 followers. Likes outnumber comments by roughly 60 to 1, with 541 likes and 9 comments on an average post, so most reactions are taps rather than replies.
What does EdB's motoring vault post about on Instagram?
Flinque files EdB's motoring vault under Cars, with Automotive as a secondary category. All 10 recent posts Flinque holds for EdB's motoring vault are carousels. The 10 recent Instagram captions Flinque holds for EdB's motoring vault repeatedly use the words which, first, were, still and other. EdB's motoring vault's captions carry hashtags such as #millemiglia, #alfaromeo and #pininfarina. EdB's motoring vault writes those captions mainly in English. EdB's motoring vault keeps 17 story highlights, which open with a free Flinque account.
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