The challenge is to have Cisitalia survive to the present day as a luxury sportscar marque.
AFAIK the main issues that caused Cisitalia's OTL decline and bankruptcy, were founder Piero Dusio being sidetracked from running his company to instead focusing on chasing his dream of becoming a Grand Prix constructor (via the ill-fated Porsche-designed Cistalia 360) as well as being distracted by his involvement in Argentina's bid to establish a motor industry via Autoar (Automotores Argentinos) S.A.I.C.
Another costly distraction were plans to fit the Cistalia 202 with experimental 2.0 (130 hp) / 2.8 (160-165 hp) inline-4s adapted from marine engines by BPM (Botta Puricelli Milano).
With an ATL Cisitalia managing to avoid the above, the question becomes where does Cisitalia go from here as a carmaker that manages to survive to the present day?
- One option is the Ford route possibly beginning with the Cisitalia-Ford 808XF, which could have potentially butterflied away the Ford Thunderbird or caused Ford to acquire Cisitalia instead of Ferrari at a later date.
- Another is to stick with Fiat, whether in a similar role to Abarth in using Fiat (or even Fiat-derived Simca) components (perhaps even producing an indirect successor to the Dante Giacosa developed Fiat 8V) before they were acquired by Fiat outright or gradually acquired by Fiat in a similar manner to Ferrari in OTL (that could be interesting if Ford in ATL acquires Ferrari).
- A possible third option is for Cisitalia as a result of the founder not being sidetracked by various OTL distractions to focus on the road-car side of the business, by effectively utilizing the talents of individuals such as Dante Giacosa, Carlo Abarth, Rudolf Hruska, Ferdinand Porsche and Giovanni Savonuzzi. Or for Cisitalia to somehow find a way to even hire the services of Aurelio Lampredi in order to produce their own in-house engine instead of being reliant on Fiat, Ford or any other carmaker.
AFAIK the main issues that caused Cisitalia's OTL decline and bankruptcy, were founder Piero Dusio being sidetracked from running his company to instead focusing on chasing his dream of becoming a Grand Prix constructor (via the ill-fated Porsche-designed Cistalia 360) as well as being distracted by his involvement in Argentina's bid to establish a motor industry via Autoar (Automotores Argentinos) S.A.I.C.
Another costly distraction were plans to fit the Cistalia 202 with experimental 2.0 (130 hp) / 2.8 (160-165 hp) inline-4s adapted from marine engines by BPM (Botta Puricelli Milano).
With an ATL Cisitalia managing to avoid the above, the question becomes where does Cisitalia go from here as a carmaker that manages to survive to the present day?
- One option is the Ford route possibly beginning with the Cisitalia-Ford 808XF, which could have potentially butterflied away the Ford Thunderbird or caused Ford to acquire Cisitalia instead of Ferrari at a later date.
- Another is to stick with Fiat, whether in a similar role to Abarth in using Fiat (or even Fiat-derived Simca) components (perhaps even producing an indirect successor to the Dante Giacosa developed Fiat 8V) before they were acquired by Fiat outright or gradually acquired by Fiat in a similar manner to Ferrari in OTL (that could be interesting if Ford in ATL acquires Ferrari).
- A possible third option is for Cisitalia as a result of the founder not being sidetracked by various OTL distractions to focus on the road-car side of the business, by effectively utilizing the talents of individuals such as Dante Giacosa, Carlo Abarth, Rudolf Hruska, Ferdinand Porsche and Giovanni Savonuzzi. Or for Cisitalia to somehow find a way to even hire the services of Aurelio Lampredi in order to produce their own in-house engine instead of being reliant on Fiat, Ford or any other carmaker.
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