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Automobili Turismo e Sport
Automobili Turismo e Sport
Automobili Turismo e Sport
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Key Information

ATS as a Formula One engine manufacturer
Formula One World Championship career
First entry1963 Belgian Grand Prix
Last entry1967 British Grand Prix
Races entered7
ChassisATS, Derrington-Francis, Cooper
Constructors' Championships0
Drivers'
Championships		0
Race victories0
Pole positions0
Fastest laps0

ATS (Automobili Turismo e Sport) is an Italian automotive constructor. It once had a racing team that operated between 1963 and 1965, formed after the famous "Palace Revolution" at Ferrari.

Production history

[edit]

The company was formed by Carlo Chiti and Giotto Bizzarrini, among others – intending for it to be a direct competitor to Ferrari both on the race track and on the street. Chiti and Bizzarrini built, with sponsorship from the Scuderia Serenissima's Count Giovanni Volpi, a road-going sports car and a Formula One racing car. It was presented in April 1963 at the Geneva Motor Show.[1]

ATS 2500 GT
ATS 2500 GT sideview

The sports car was the ATS 2500 GT, a small coupé developed by Chiti and Bizzarrini with a Franco Scaglione-designed bodywork built by Allemano. The engine was a mid-mounted 2.5 L V8 engineered by Chiti, capable of achieving 245 hp (180 kW) and accelerating to 257 km/h (160 mph).[citation needed] Only 12 cars were reportedly built, and few exist today. Apart from being the second mid-engine sports cars[citation needed] (the René-Bonnet / Matra Djet was presented five months earlier at the Salon de l'Autombile in Paris, France),[2] the 2500 GT never gained fame or popularity, but its 90 degree DOHC V8 with a flatplane crankshaft was later developed into Alfa Romeo Tipo 33 engine in 2 L, 2.5 L and 3 L formats by Carlo Chiti at Autodelta.

Racing history

[edit]

Construction of a Formula One car, the Tipo 100, began in mid-1962 on a farm near Bologna, with the car being unveiled in that city in December 1962.[3] The Tipo 100 had a pencil thin body, and was powered by a V8 1,494cc engine, which featured fuel injection and double-overhead camshafts. The transmission was a 6-speed Colotti gearbox. Suspension consisted of rocker arms with inboard coils for the front, and double wishbones with coils for the rear, while disc brakes were mounted inboard. Total weight was just over 1,000 pounds.[3] The cars were to be driven by Phil Hill and Giancarlo Baghetti, who had both left Ferrari after a disappointing 1962 season. Motorcycle racer Mike Hailwood test-drove in February 1963.[4]

Testing took place at Monza, but this was slow and tedious, as when something broke, the car had to be taken back to Bologna for repairs, and then taken back to Monza for further testing. One of the major problems was chassis flexing, which was fixed by the unusual method of reinforcing tubes being welded over the top of the engine.[3] The car was entered for several non-Championship races early in the season, but was withdrawn, due to not being ready. A similar situation occurred for the Monaco Grand Prix, before the cars made their first appearance, at the Belgian Grand Prix.[3]

Spectators, officials and fellow competitors were shocked by the Tipo 100's appearance. After looking so fantastic at the public unveiling back in Bologna, they now had rumpled body panels, pock marks and were poorly painted.[3] The cars were oily and greasy, the body panels were ill-fitting. Due to the reinforcing tubes being over the top of the engine, they had to be sawed apart for an engine change, and then welded back into place. A new higher engine cover had been hurriedly fabricated to hide the tubes.[3]

Both cars retired, as was the case with in the Dutch Grand Prix. The team did not attend the French, British and German races. The Tipo 100 returned for the Italian Grand Prix, and both cars started and finished, although a long way down the field – Hill 11th and Baghetti 15th.[3] That was the only race where an ATS was classified as a finisher, with both cars retiring in the United States Grand Prix and Mexican Grand Prix, which marked the end of A.T.S as a Formula 1 team.[3]

The ATS would later be used in the Derrington-Francis project spearheaded by the Rob Walker Racing Team's former chief mechanic, Alf Francis. The car made one appearance at a Formula 1 race, the 1964 Italian Grand Prix, driven Mário de Araújo Cabral, where it retired after 25 laps.[5] This car was subsequently restored in the late 1990s, and has appeared in historic racing meetings since then.[3]

Count Volpi subsequently backed the Serenissima marque which used much technology similar to ATS. Bruce McLaren used a Serenissima engine for a few Grands Prix in 1966.

Post-bankruptcy revival

[edit]
ATS GT (2017)
Rear view

After the demise of ATS, Bizzarrini moved to Lamborghini before building his own cars as Bizzarrini, while Chiti founded Autodelta together with fellow ex-Ferrari engineer Lodovico Chizzola, which would work closely with Alfa Romeo for the following decades.

In 2017, ATS introduced the GT, which uses McLaren's 3.8-litre twin-turbocharged V8 engine, as seen on McLaren's new models. ATS has planned production of 12 cars.[citation needed]

ATS revealed their sister brand, ATS Corsa, but not much is known. Their only produced car is the Corsa RRTurbo.

Complete Formula One World Championship results

[edit]

(key)

Year Chassis Engine Tyres Drivers 1 2 3 4 5 6 7 8 9 10 Points WCC
1963 ATS 100 ATS V8 D MON BEL NED FRA GBR GER ITA USA MEX RSA 0 18th
Phil Hill Ret Ret 11 Ret Ret
Giancarlo Baghetti Ret Ret 15 Ret Ret
Source:[6]

References

[edit]

Sources

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Automobili Turismo e Sport

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from Grokipedia
Automobili Turismo e Sport (ATS) is an Italian automotive manufacturer specializing in high-performance sports cars and racing vehicles, originally founded in 1962 by a group of former Ferrari engineers including , , and Romolo Tavoni, following their dismissal during the 1961 "Great Walkout" at Ferrari. Backed by industrialists such as Count and established near , the company aimed to rival Ferrari by developing both road-going grand tourers and competitive race cars, particularly in . Its debut model, the , introduced in at the Geneva Motor Show, was a pioneering mid-engined coupé designed by and bodied by Carrozzeria Allemano, featuring a lightweight tubular steel and a 2.5-liter 90-degree aluminum producing approximately 215 horsepower. Only about 8 to 12 examples of the 2500 GT and its racing-oriented GTS variant were produced before financial troubles from an unsuccessful F1 program led to the company's collapse in 1965. The original ATS racing efforts centered on a Formula One team that debuted in 1963 with a purpose-built V8-powered chassis, entering six Grands Prix but achieving no significant results, including finishes of 11th and 15th at . The 2500 GTS, with its uprated 2.5-liter V8 delivering around 250 horsepower via four , competed in events like the 1964 and 12 Hours of , though successes were limited amid the company's instability. Despite its brief initial existence, followed by a revival for Formula One racing from 1977 to 1981 before final bankruptcy, ATS's engineering innovations, such as the mid-engine layout and efficient V8 design, influenced later Italian exotics like the , and surviving 2500 GT models now command values exceeding $1 million at auction. Efforts to revive ATS continued sporadically from the 1980s through the , including a 2012 attempt. In the , the ATS name was revived by Italian entrepreneurs Daniele Maritan and Emanuele Bomboi, who acquired the and established a new entity in to produce limited-edition supercars honoring the original heritage while incorporating modern technology. The flagship revival model, the unveiled in 2017, features a carbon-fiber , rear-wheel drive, and a twin-turbocharged offering 650 horsepower (or 700 in optional tune), achieving 0-60 mph in 3.0 seconds and a top speed over 206 mph, with production limited to 12 units priced from approximately €1 million each. Subsequent models include the track-focused ATS Corsa, the Italia grand tourer, and the RR Turbo, all emphasizing design, lightweight construction around 1,300 kg, and high-revving performance to continue ATS's legacy of innovative Italian .

Corporate History

Founding and Early Operations (1961–1965)

The origins of Automobili Turismo e Sport (ATS) trace back to the "Great Walkout" at Ferrari in late 1961, a pivotal that saw several key executives and engineers depart amid escalating tensions with Ferrari's management style. The conflict erupted when announced plans to dismiss sales manager Girolamo Gardini and his secretary, amid rumors of an affair, prompting outrage over perceived mistreatment of employees and their families, including derogatory comments toward staff wives by 's spouse, Laura. In solidarity, Romolo Tavoni (Ferrari's racing manager), (chief of development), and (chief engineer), along with five other senior staff, resigned or were fired, vowing to establish a rival to challenge Ferrari directly. ATS was formally established in , , in by the walkout principals, with crucial financial backing from di Misurata, the young heir to a vast fortune and founder of the Scuderia Serenissima racing team. Volpi, eager to enter manufacturing, partnered with the ex-Ferrari team to produce both road and , aiming to outpace Ferrari in innovation and performance. By , operations relocated to a new factory in Pontecchio Marconi, near , where design and assembly began in earnest; the facility was intended to support ambitious production but was hampered from the start by funding shortfalls and internal disputes among investors, including Volpi's eventual withdrawal. Central to ATS's early efforts was the development of its inaugural engine under Chiti's direction: a compact, all-aluminum 2.5-liter (2,468 cc) 90-degree V8 with single overhead cams per bank, drawing conceptual inspiration from Ferrari's V8 but fully independently designed for high-revving performance. Initially producing around 210-230 horsepower at 8,000 rpm via twin-throat , later iterations reached 245-250 hp, paired with a Colotti five-speed in a lightweight tubular steel spaceframe chassis featuring all-independent double-wishbone suspension. The prototype debuted at the 1963 Motor Show as Italy's first production mid-engine GT car, showcasing a sleek body penned by ex-Bertone stylist and crafted by Carrozzeria Allemano, with an emphasis on low weight (under 2,000 lbs) and top speeds exceeding 150 mph. Early testing involved drivers like 1961 world champion , who provided feedback on the handling of prototypes including the closed-roof 2500 TD variant. Production of the 2500 GT proved fleeting, with only 12 chassis completed between 1963 and 1965—nine bodied as coupes by Allemano and three as open-top or alternative styles—targeting affluent buyers seeking a Ferrari alternative at a premium price point comparable to high-end grand tourers of the era. The factory had aspired to a peak output of five cars per month to scale operations, but chronic financial woes, exacerbated by poor sales and investor fallout, restricted actual builds and forced a pivot toward priorities by mid-decade. Despite these setbacks, the 2500 GT exemplified ATS's bold engineering ethos, laying groundwork for brief forays before the company's first dormancy.

Dormancy (1965–1977)

Following the initial phase of operations, Automobili Turismo e Sport faced severe financial difficulties that culminated in in 1965. The company had managed to produce only approximately 12 road cars, primarily the , which failed to achieve commercial success due to high pricing, limited market appeal, and intense competition from established manufacturers like Ferrari. Legal disputes with key sponsor Count di Misurata, who had provided significant funding through his Scuderia Serenissima, further strained resources, as disagreements over financial commitments and project directions escalated into litigation. Overambitious expansion efforts, including simultaneous development of a and road-going grand tourers without adequate sales or sponsorship revenue, accelerated the collapse, leaving the company unable to meet its obligations despite initial backing from industrialists. In the aftermath of the bankruptcy, the company's assets, including unfinished chassis and tooling, were liquidated to settle debts, though specific buyers such as De Tomaso have been associated with acquiring elements of the inventory in the Modena region. The brand entered a prolonged period of dormancy from 1965 to 1976, during which no new vehicles were produced under the ATS name, and the company ceased all operations. Rights to the Automobili Turismo e Sport trademark passed through various hands, including brief interest from former collaborators like Giotto Bizzarrini, who had co-founded the original venture but departed in 1964 to establish his own firm; however, Bizzarrini did not actively revive ATS models and instead focused on independent projects like the 5300 GT. This era marked a complete halt in manufacturing and racing activities, with the Bologna facilities shuttered and the brand fading from the automotive landscape amid the ongoing legal entanglements. By the mid-1970s, interest in the ATS heritage began to stir among Italian industrial circles, laying informal groundwork for potential motorsport return, though no formal revival materialized within the decade. By , German industrialist Günther Schmid revived the ATS name through his ATS Wheels company by acquiring assets, leading to the team's re-entry into grand prix racing. The period underscored the challenges of challenging Ferrari's dominance without sustained financial backing, leaving the brand inactive until subsequent efforts in later years. The dormancy preserved the ATS legacy as a symbol of the "Palace Revolt" against , but highlighted the risks of rapid expansion in the high-stakes world of Italian sports car manufacturing.

Formula One Era and Final Bankruptcy (1977–1981)

In 1977, Automobili Turismo e Sport (ATS) entered by acquiring the remaining assets of the Penske team, including the PC4 chassis powered by the . The team debuted at the West Grand Prix with French driver as the primary pilot, supplemented by Austrian Hans Binder and Dutch Boy Hayje for select races later in the season. This move marked ATS's full commitment to grand prix under the leadership of Günther Schmid, founder of the ATS Wheels company, who sought to leverage the brand's engineering expertise in alloy components for competitive advantage. By 1978, Schmid oversaw a management restructuring following a fallout with business partner Erich Stahlschmidt over escalating costs, consolidating control within the team. The ATS HS1, a redesign of the Penske PC4 by engineers Robin Herd and John Gentry, served as the initial chassis, raced primarily by and . Later that year, the team introduced the in-house D1 chassis, followed by the D2 variant toward the season's end. These developments reflected ATS's push for independent design, though reliability issues persisted with the powerplant. The 1979 and 1980 seasons saw further chassis evolution, with the D3 debuting early in 1979—designed by Nigel Stroud and raced by —before transitioning to the D4 later that year. In 1980, the team adopted the D4 chassis, a ground-effect design by Gustav Brunner, powered by an upgraded EV2 engine; drivers included and , who achieved a fourth-place qualification at Long Beach. Additional pilots like Hans Heyer appeared sporadically, often tied to national events. Financial pressures mounted throughout this period, with the team heavily dependent on sponsorship from ATS Wheels and other partners to cover rising costs. Poor on-track results limited additional funding, straining operations at the factory and leading to internal resource constraints. In 1981, despite entering with the D4 chassis before introducing the HGS1, ATS fielded drivers and but missed several early races due to funding shortfalls; Borgudd scored the team's sole point of the season at the . These challenges culminated in the team's collapse later that year, with debts exceeding operational capacity and Schmid unable to secure further backing, effectively ending ATS's involvement until sporadic revivals.

Products and Engineering

Road Cars

Automobili Turismo e Sport (ATS) produced only one series-production road car during its original operations in the , the , which debuted at the 1963 Motor Show as the company's flagship designed to challenge Ferrari. Developed by former Ferrari engineers and following their 1961 walkout, the 2500 GT featured an innovative mid-engine layout, marking it as the first Italian production GT car with this configuration. The 2500 GT utilized a tubular steel spaceframe chassis with independent double-wishbone suspension at all four wheels and Dunlop disc brakes, contributing to its agile handling and a curb weight of approximately 816 kg for the steel-bodied version. Power came from a bespoke 2.5-liter (2,467 cc) all-aluminum 90-degree with twin overhead camshafts, twin , and an output of 210–220 hp at 7,500 rpm, paired to a 5-speed Colotti manual . This setup enabled a top speed of around 240 km/h and 0–100 km/h acceleration in about 7 seconds, with the lighter aluminum-bodied 2500 GTS variant boosting performance to 250 hp and 257 km/h. Styling was handled by and executed in coupe form by Carrozzeria Allemano, featuring sleek lines, a low profile, and luxury touches like leather upholstery, a Nardi wooden , and power windows. Production ran from 1963 to 1965, with only 8 to 12 units completed, including a few GTS models intended for both road and light competition use. Limited output stemmed from high manufacturing costs and the company's financial strain from its parallel efforts. Market reception was muted, as the 2500 GT's pricing—comparable to Ferrari's 250 GT—deterred buyers loyal to established marques amid ATS's setbacks, leading to poor sales and the firm's dormancy by 1965. Despite this, the car's advanced , including its compact V8 derived from principles, influenced subsequent mid-engine designs in Italian sports cars. Surviving examples, now valued over $1 million at auction, occasionally appear at concours events like Pebble Beach, underscoring their rarity and .

Racing Cars and Prototypes

Automobili Turismo e Sport's initial foray into purpose-built racing vehicles began with the Tipo 100, the company's first introduced in 1963. Designed by , the Tipo 100 featured a spaceframe chassis constructed from thin-walled steel tubes to achieve a low center of gravity, paired with a newly developed 1.5-liter 90-degree with twin overhead camshafts per bank, four , and output of approximately 190 horsepower at 10,000 rpm. The engine design drew influence from the parallel road car V8 program, scaled down to meet Formula One's 1.5-liter displacement limit. Weighing around 450 kg, the car incorporated inboard disc brakes and a Colotti six-speed gearbox, emphasizing lightweight construction for competitive handling. Two chassis were built, with the Tipo 100 representing an early engineering innovation in and mid-engine layout for the fledgling team. The revival of ATS under German ownership in the late 1970s brought a new generation of Formula One chassis, starting with the HS1 in 1978, which evolved into the D-series. The ATS D1, debuted late in the 1978 season, utilized an aluminum monocoque chassis for improved rigidity and weight distribution, powered by the Cosworth DFV 3.0-liter V8 engine producing about 480 horsepower, with a curb weight of 587 kg and Hewland five-speed transmission. This design incorporated repositioned radiators and rocker-arm rear suspension to enhance aerodynamics and traction. The subsequent D2 in 1979 refined the monocoque for reduced weight to around 590 kg while retaining the DFV V8 at similar power levels, focusing on better airflow management. Advancing into ground effects technology, the ATS D3 of 1979-1980 introduced venturi tunnels under the chassis to generate , maintaining the aluminum structure and powerplant for top speeds exceeding 300 km/h, though reliability issues persisted. The D4, used in 1980-1981, further lightened the chassis with selective composite reinforcements and optimized ground effects, achieving weights near 580 kg while delivering consistent DFV performance around 480-500 horsepower. These evolutions marked ATS's adaptation to the era's aerodynamic demands, with typical F1 weights hovering at 580 kg and speeds reaching 300 km/h on straights. Engineering highlights across both eras included the 1963 spaceframe's low-slung profile for better handling and the 1970s shift to monocoques with ground effects.

Motorsports Participation

Early Formula One and Sports Car Racing (1963–1964)

Automobili Turismo e Sport (ATS) entered in 1963 with the Tipo 100, a mid-engined designed by featuring an in-house 1.5-litre producing approximately 190 bhp. The team, formed by former Ferrari personnel including Chiti and team manager Romolo Tavoni, was backed initially by Count of Scuderia Serenissima, providing financial support and logistical aid from their operations. The Tipo 100 made its debut at the at Spa-Francorchamps, where drivers and qualified at the rear of the grid but both retired due to transmission failures. Lacking sufficient testing and development time, the car struggled against established competitors like Lotus and Ferrari, hampered by the V8's reliability issues including poor oil circulation, bearing wear, and ignition problems. The 1963 season saw ATS contest five Grands Prix, with Hill and Baghetti handling most duties; a transporter en route to the damaged both cars, forcing the team to skip that event and focus on recovery. At the , Hill spun off due to a broken stub while Baghetti retired from ignition failure, underscoring the Tipo 100's handling and mechanical fragility. The at marked the team's best result, with Hill finishing 11th (seven laps down) and Baghetti 15th, the only classified finish of the year as no points were scored across the campaign. Retirements plagued the remaining races: oil pump failures at the and suspension/ignition issues at the Mexican Grand Prix, where the team fielded entries but achieved no competitive pace. With a small supported by Scuderia Serenissima's resources—estimated at around 10 —the operation faced intense pressure from Ferrari's dominance and internal resource strains, leading to the program's effective withdrawal after the season despite plans for continuation. In 1964, ATS's direct Formula One involvement ceased due to financial difficulties, but the Tipo 100's components were repurposed by privateer teams, resulting in one additional start and bringing the total to six races across both years. At the , British team Derrington-Francis entered a modified Tipo 100 with the ATS V8, driven by Portuguese racer Mario Araújo Cabral, who retired on lap 24 from ignition failure amid ongoing engine unreliability. Drivers like Baghetti and , who had prior ATS associations through testing or efforts, did not contest these under the ATS banner, and no points or notable finishes were achieved. The V8's persistent issues, including frequent breakdowns under race stress, highlighted the challenges of competing without Ferrari-level backing. ATS's early sports car racing efforts were modest, centered on the 2500 GT prototype with its mid-mounted 2.5-litre V8, primarily in hillclimbs and club events to promote the road car. An entry for the 2500 GT was made at the 1964 12 Hours of under privateer A.T.S. Francis, driven by Mario Cabral and Teodoro Zeccoli, but did not start after a road accident en route. By 1964, two 2500 GTS prototypes raced at the under Scuderia Centro Sud, driven by pairs including Baghetti/Frescobaldi and Zeccoli/Gardi, but both retired early due to ignition failures after just a few laps. These endeavors underscored ATS's broader struggles with durability against rivals like , confining sports car activities to developmental roles rather than sustained competition.

Modern Revivals and Legacy

Initial Post-Bankruptcy Efforts (1980s–2010s)

Following the of Automobili Turismo e Sport in 1981, the brand entered a prolonged period of , with no new vehicle production or significant commercial activity throughout the and . The name remained associated primarily with collectors and enthusiasts preserving the few surviving examples of the original models, such as the 2500 GT, where occasional parts sales supported maintenance of these vintage cars. During this time, surviving ATS vehicles occasionally appeared in historic events, signaling lingering interest among Italian automotive circles. For instance, an ATS 2500 GTS participated in the 1987 Coppa d’Oro delle Dolomiti, a rally for classic cars, highlighting the model's enduring appeal despite the company's inactivity. In the early 2000s, interest from Italian enthusiasts grew modestly, culminating in public displays of original ATS cars at international events. At the 2008 Goodwood Festival of Speed's Cartier Style et Luxe Paddock, a rare 1963 ATS 2500 GT—entered by collector Thomas McGough—was showcased alongside other iconic Italian concepts, drawing attention to the brand's pioneering mid-engine design heritage without any announcements of new builds. By the late 2000s, legal hurdles around the ATS were addressed, clearing the path for potential future use, though no vehicles were produced. In –2011, Italian entrepreneur and amateur racer Daniele Maritan acquired the rights to the ATS name and announced plans for an ATS museum in to celebrate the brand's history, but these initiatives stalled due to funding challenges. These efforts represented the first concrete post-bankruptcy attempts to revitalize the marque, building on the legacy of its 1970s campaigns as a nostalgic draw, though they did not lead to manufacturing until later developments.

2012 and 2017 Revivals

In 2012, Italian entrepreneur Daniele Maritan revived the Automobili Turismo e Sport (ATS) after acquiring its rights, announcing plans to relaunch the iconic as a contemporary to honor the original from the . The project collaborated with Unico Esemplare, a firm owned by Gianluca Gregis, and featured a tubular integrated with a rollcage and honeycomb panels for structural rigidity, paired with a lightweight carbon fiber body targeting a weight under 1,000 kg. A was developed and showcased, featuring a 2.5-liter turbocharged four-cylinder producing approximately 500 horsepower for balanced performance. The initiative aimed for limited production of 10 units priced at around 250,000 EUR each, emphasizing heritage-inspired engineering with components from partners like and Nardi. However, production faced significant delays due to financial constraints and technical hurdles, leading to cancellation by 2015, with only the prototype realized. The 2017 relaunch under ATS Automobili, led by CEO Daniele Maritan, introduced the mid-engine as a to the 2500 GT, debuting at the Salon Privé in the UK on August 31, 2017, with plans for a follow-up appearance at the Motor Show. The vehicle utilized a carbon fiber chassis and body for exceptional rigidity and low weight of 1,298 kg dry, powered by a 3.8-liter twin-turbocharged sourced from , delivering 650 hp and 500 lb-ft of torque in standard tune (with an optional upgrade to 700 hp and 553 lb-ft). Paired with a seven-speed dual-clutch sequential transmission and , it achieved 0-60 mph in under 3 seconds and a top speed exceeding 330 km/h, supported by double-wishbone suspension, carbon-ceramic brakes, and adjustable driving modes including Corsa for track use. The design evoked the original 2500 GT's elegant lines while incorporating modern and a digital cockpit. Limited to 12 units priced at approximately 1.2 million EUR each, the focused on exclusive, heritage-inspired editions built at the company's facility in , with partnerships emphasizing high-end components for performance and luxury. Although ambitious, the project faced challenges including and certification requirements for low-volume supercars. The first Launch Edition was revealed in 2018, with production reported to have begun by 2019; however, as of 2025, confirmed customer deliveries remain limited or unverified beyond initial units.

Current Operations (2020s)

In 2020, ATS Automobili Turismo e Sport rebranded its performance division as ATS Corsa, shifting focus to the development and production of track-oriented custom race cars designed for FIA-sanctioned series. The Borgomanero factory in remains operational as the primary production site, employing a team of approximately 20 staff members specializing in hand-built vehicles. This revival emphasizes lightweight construction and high-performance engineering, drawing briefly from the heritage of the as a foundational platform for modern designs. The flagship model, the ATS Corsa RR Turbo introduced in 2020, features a mid-mounted Honda-sourced 2.0-liter turbocharged inline-four producing up to 600 horsepower and 391 lb-ft of , paired with a six-speed sequential gearbox. With a dry weight of around 800 kg in base form—achieved through a chromium-molybdenum spaceframe —the accelerates from 0-100 km/h in under 3 seconds and reaches a top speed exceeding 290 km/h. A lighter variant, the RR Turbo Serie Carbonio launched in 2021, incorporates a full carbon-fiber body to reduce weight to 835 kg minimum, maintaining the same power output while enhancing for track use; it was priced starting at approximately €164,000 and sold out its initial allocation. Production remains artisanal and low-volume, with hand-assembled vehicles limited to about 30 units annually across variants, prioritizing customization for European and U.S. markets. Emphasis is placed on advanced materials like carbon fiber for chassis and bodywork, though hybrid technology remains in preview stages without full integration in current models. As of 2025, the company continues active operations, with recent sightings of RR Turbo units in competition and testing, underscoring sustained output estimated at around 20 vehicles since the 2017 revival efforts. In 2025, the company participated in events like preparation laps at for the FX Racing championship, demonstrating continued activity. The "" branding, symbolizing the marque's heritage, has been used since the 2020 RR Turbo launch, with special liveries and configurations for track use. The company has no plans for a return to , instead concentrating on preserving its legacy through vintage model exhibitions and selective restorations of classic ATS vehicles from the era. Owned by a small Italian team led by founder Daniele Maritan, the enterprise maintains a niche valuation reflective of its scale, estimated in the low millions of euros.

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  36. https://www.insidehook.com/autos/the-new-automobili-turismo-e-sport-gt-supercar
  37. https://www.carmagazine.co.uk/car-news/first-official-pictures/ats-gt-revealed-at-salon-prive-2017-an-old-name-for-a-new-supercar/
  38. https://www.goodwood.com/grr/road/news/ats-to-return-once-more-with-new-supercar/
  39. https://autos.yahoo.com/italy-ats-unveils-modern-gt-supercar-2017-salon-103000866.html
  40. https://www.allcarindex.com/blog/ats-gt-heralds-the-return-of-the-legendary-italian-marque
  41. https://www.motorauthority.com/news/1119419_ats-reveals-first-of-12-launch-edition-gt-supercars
  42. https://robbreport.com/motors/cars/automobili-turismo-e-sport-has-been-reborn-2863203/
  43. https://www.linkedin.com/company/ats-automobili-italia
  44. https://www.motorauthority.com/news/1125099_ats-rr-turbo-historic-italian-brand-s-new-race-car-priced-under-150-000
  45. https://www.topgear.com/car-news/motorsport/ats-corsa-rr-turbo-affordable-gt-racer
  46. https://www.carscoops.com/2021/07/ats-corsa-rr-turbo-serie-carbonio-is-an-italian-lightweight-racecar-with-up-to-592-hp/
  47. https://www.ats-corsa.com/
  48. https://www.facebook.com/ats.corsa/
  49. https://www.thespeedjournal.com/ats-dragon-returns/
  50. https://www.allcarindex.com/blog/featured-ats-automobili-new-life-of-the-italian-legend
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