Lancia Aurelia

The year 1950 marked a turning point in the history of many European manufacturers, as they introduced models designed entirely after the war. The Aurelia, which was presented at the Turin Motor Show in early May of that year, was one of this new generation group of cars. This model was undoubtedly one of the most innovative in Lancia's history, while retaining the brand's traditional principles, which can best be summarised as elegance with a modern twist...

STYLISH AND MODERN 

From the very beginning, like Citroën in France, Lancia has had the reputation of being a manufacturer with an innovative vision. The 1937 Aprilia, a posthumous masterpiece by Vincenzo Lancia, is an excellent example of this. When, in 1948, Gianni Lancia, Managing Director of the Turin-based firm, decided to replace it by the Aurelia, many of its predecessor's technical solutions, such as the four independent wheels, were adopted. The technical team in charge of designing the Aurelia was led by Giuseppe Vaccarino. He was surrounded by two of the most creative engineers of their time, Vittorio Jano and Francesco De Virgilio. The Aurelia had to be spacious yet compact and, like its predecessors, it had to have impeccable roadholding. Continuing along the technical path pioneered by Lancia before the war, it adopted the monocoque body, but innovated with a trailing arm suspension and coil springs that the manufacturer had recently patented. Vittorio Jano was also keen to optimise weight distribution, and installed the gearbox at the rear, attached to the axle.

THE FIRST PRODUCTION V6 

The origin of the engine powering the Aurelia dates back to 1943, when De Virgilio was working on an experimental 2-litre V8 for the Aprilia. However, it was far too voluminous to fit beneath the bonnet of this car, and the brilliant engineer came up with a 1,569 cm3 V6 engine with a 45° opening, code-named 538, which was successfully tested. When its successor was built, the angle of this V6 was increased to 60° for better balance. The result was the B10 engine, the first V6 engine to be produced in series. This unit, with a displacement of 1,754 cm3 (bore: 70 mm x stroke: 76 mm), produced 56 bhp at 4,000 rpm. Built in aluminium with cast-iron cylinder liners, it was installed into the Aurelia B10 saloon, presented at the Turin Motor Show in May 1950. The following year the B20 GT coupé with a 1,991 cm3 V6 was launched, while the range was completed by a B24 Spider version from 1957, equipped with the 2,451 cm3 V6 engine that had been used in the GT since 1953. Lancia followed its usual approach and gradually improved this advanced model on a regular basis. A total of 17,336 units of the Lancia Aurelia were produced between 1950 and 1958, including 371 GT Coupés and 760 Spiders.

THE TRACK RECORD OF A CHAMPION 

The Lancia Aurelia has won countless victories in rallies and on circuits. Its first success came with Alberto Ascari and Luigi Villoresi at the 1951 Sestriere Rally. That year, the Aurelia also won the Dolomites Cup (E. Anselmi) and the 6 Hours of Pescara (G. Bracco), while Bracco and Maglioli finished 2nd in the prestigious Mille Miles. These excellent results encouraged Gianni Lancia to create a racing department with the technical assistance of engineers Jano and De Virgillio. The emblem of this "Team Lancia" was a galloping red elephant designed by the driver Enrico Anselmi. The 1952 season opened with another victory in the Sestriere Rally (Valenzano), followed by Felice Bonetto's victory in the Targa Florio. At the 1952 Le Mans 24 Hours, the Aurelia finished a respectable 6th in the general classification (Valenzano- Castiglioni). At the end of the year, Maglioli and Bornigia finished 4th in the gruelling Carrera Panamericana in Mexico. Other major victories over the following years included the Rallye Liège-Rome-Liège in 1953 (Claes-Trasenster) and the Rallye de Monte-Carlo in 1954 (Chiron-Basadonna) and the Rallye de Sestrières again in 1954 and 1955. Long after production had ceased, the Aurelia continued to win races through private drivers. One of the very last successes was achieved at the Acropolis Rally in 1958 by Luigi Villoresi and co-driver Ciro Basadonna.