Lancia Fulvia

As a manufacturer, Lancia always worked off the beaten track. Its models were distinguished by an engine with a V-shaped architecture that provided a small opening angle. This was a trademark of the Turin-based company, which saw this configuration as a model of balance and compactness. The Fulvia, which appeared in 1963, was an effective combination of the best technical concepts developed by the Italian brand until that date.

Presented at the 1963 Geneva Motor Show, the Fulvia was placed in the Lancia range alongside the mid-size Flavia saloon launched in 1960 and the large family saloon Flaminia with its six-cylinder engine dating from 1957. Baptized with a name inspired by ancient Rome, the Fulvia was supposed to replace the Appia, popular in Italy, but already ten years old. In fact, all it adopted was the V-shaped architecture of the engine.

A CRUCIAL MODEL 

For the Fulvia, Lancia's Technical Director, Ingeniere Antonio Fessia, wanted to adopt some of the solutions already used on the Flavia, such as front-wheel drive, disc brakes and triangulated front suspension. The Fulvia saloon, initially equipped with a 1,216 cm3 V4 engine producing 58 bhp, received a more powerful engine (71 bhp) in 1964 with the 2C version (two carburettors). While the lines of the saloon were rather massive and square, those of the 1.2 coupé, which was introduced in the spring of 1965, were slender and elegant. They were designed by Pietro Castagnero in association with Aldo Castagno, Lancia's head of styling. The aim was to offer a chassis with a wheelbase 15 cm shorter, while retaining as many of the saloon's mechanical components as possible beneath the new bodywork. The design was immediately appealing, but was not to the taste of sports car enthusiasts, even though the 80 bhp engine from the GT saloon was installed in this coupé. In 1967, a Rallye 1.3 version was presented that was more in line with their expectations, equipped with a 1,298 cm3 V4 offering 87 bhp at 6,000 rpm, then 92 bhp at 6,200 rpm with the Rallye 1.3 S, which was introduced at the 1968 Geneva Motor Show. At the same time, an HF series with the old 88bhp 1.2-litre engine made its appearance in January 1966.

THE TOP-OF-THE-RANGE 1.6 HF

The 1.2 HF was followed by the Rallye 1.3 HF in March 1967, with the same 1,298 cm3 engine now developing 101 bhp. Then the most accomplished version, the Rallye 1.6 HF, appeared in November of the following year. On this model, launched at the time of Lancia's takeover by Fiat, a major effort was made to save weight. The front and rear bonnets and doors were made of aluminium alloy, while the side windows were made of Plexiglas. Absolutely sporty, the Fulvia 1.6 HF came with bucket style seats and a dashboard featuring a particularly comprehensive instrument panel. Like the other Fulvias, the 1.6 HF was equipped with a self-supporting steel body and the front suspension comprises superimposed unequal wishbones combined with a transverse leaf spring and telescopic shock absorbers. At the rear, a rigid axle, semi-elliptic leaf springs and a crossbar, complemented by anti-roll bars. The brakes, with separate circuits, were fitted with Girling discs. In November 1970, the Lancia Fulvia Rallye 1.6 HF was replaced by the Fulvia 1,600 HF (also known as the Series 2). It had the same engine, but came with the "Lusso" (luxury) finish, which included a more sophisticated interior and standard bumpers.

A TRADITIONAL V4 

As in the previous Fulvia Coupé, the engine architecture of the 1.6 HF is a V4. Displacement had been increased to 1584 cm3 thanks to a new three-bearing crankshaft, which provided an increase in bore and stroke. On this engine, the angle between the two cylinder banks was even tighter: 11.20° compared to 12.45° previously. The block and cylinder head were made of alloy and the whole assembly was mounted longitudinally in a removable auxiliary cradle, cantilevered at the front and inclined 45° to the left. Fuel was supplied by two large horizontal Solex twin-barrel carburettors, delivering 114 DIN hp at 6,000 rpm and a maximum torque of 15.6 mkg at 4,500 rpm. The race version developed 132 bhp at 6,600 rpm. The dual overhead camshaft timing features a single overhead camshaft per bank, with two 60° V-valves per cylinder. The cylinder head is common to both cylinder banks, with separately controlled intake and exhaust. The transmission is positioned longitudinally as an extension of the engine. It is thus a transaxle with five closely spaced gears.