Lancia Fulvia Classic Car Reviews Classic Motoring Magazine

15 Июн 2014 | Author: | Комментарии к записи Lancia Fulvia Classic Car Reviews Classic Motoring Magazine отключены
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Lancia Fulvia

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Pros Cons

to drive, coupe looks, engineered, very practical

best models costly, parts hard to get and expensive, DIY maintenance awkward

There’s no classic quite like the Fulvia, with its combination of performance, practicality and beautiful yet this is a car that’s appreciated by those few people in the know. disregarded in wider circles, the still looks superb than three decades the last example was built, it’s also great fun to and easy to maintain, which is why well worth seeking out a one.

The Fulvia earned a good reputation thanks to its rally successes at Italian, and International levels. In the Seventies, the HF Coupe version outsold the yet sporty Fulvia saloon, and the was kept alive until being sold alongside the Beta (launched in 1973).

Zegato produced a coupe ugly rare

The Fulvia starts in 1961, with the of the Flavia. With its 1.5-litre fl engine, this was the fi rst Lancia to front-wheel drive, and it offered a break with tradition; were the pillarless construction and pillar front suspension of models. This new arrival the basis for a smaller model to alongside; the Fulvia, which in saloon form, in 1963.

first cars featured a narrowangle 1091cc V4 with a gearbox, which didn’t the car the performance it deserved; that’s why 1964 there was a 71bhp option. However, it was in 1965 the defi nitive Fulvia the Pietro Castagnero-designed Coupe. and aerodynamic, this sporting 2+2 featured aluminium doors, and bootlid to reduce weight and agility – so even with an 1216cc engine fitted, the car pretty sprightly.

Those first Coupes reasonably quick, but it was clear the could handle more which is why a stream of more editions was released. Complementing the models, the famous HF-badged appeared to satisfy Lancia’s for competition success. In 1.2, 1.3 and 1.6 forms they proved successful in international rallying, every major rally from the African Safari.

were usually recognisable by red body, yellow/blue centre and bumperless appearance, the most variant, the 1.6HF, gaining the ‘Fanalone’, translated as ‘big in recognition of its larger seven-inch headlights. The Fanalone arrived in and within a year there was sporty edition; the 1.3 Rallye with an 87bhp 1298cc The 90bhp 1.3 Rallye Coupe in 1968, along with a 1.3 HF and the 115bhp 1.6 HF Fanalone.

With its track, bigger headlamps and wheels, the latter was also with a semi-works 132bhp engine as a rare option.

In Fiat, having bought in 1969, introduced the Series II with raised outer for the UK market, a fivespeed gearbox and

These were welcome but throughout the car was evidence of cost-cutting gone were the alloy and some of the embellishments that the early Fulvia such a joy to

Under Fiat’s ownership, the continued to be developed, with the (a sanitised Fanalone) being With its wider wings, powerplant and 6J wheels, it looked the but packed the punch to back it up. In the year, the Zagato-designed Sport was introduced, complete with windows, then in 1972 the saloon was phased out.

By 1973 the 1600 had been off as well, with the remaining 1600 bodyshells being for the limited edition 1.3 Monte with a black bonnet and a of bumpers, it looked like a rally weapon for the road.

The development came in 1974 the arrival of the bumperless Fulvia while standard Series III were treated to a set of white These were only though as by this point the (at least in saloon form) was a decade old; by mid-1976 it be killed off altogether.

As well as own coupe, an alternative interpretation was by Zagato from 1967. the Sport and featuring an 87bhp powerplant and higher fi nal drive, initially featured all-alloy and was more aerodynamic than the model ; there was also a profi le in place of the coupe By 1970 however, because of the production costs, the Sport was of steel throughout; by 1972 the car had killed off.

In total Fulvias 155,000 were


Even by today’s the Fulvia is great to drive. brisk rather than quick; the 1216cc engine 0-60 in 15.7 seconds and a top speed for example. With wishbones at the front and servo hydraulic Girling disc all round (inferior Dunlops on the Fulvia handles and stops well – helped by that low kerb weight of course.

the Fulvia on the Flavia Coupe’s proved a masterstroke, as it was these which produced such roadholding and handling. Even the Fulvia’s engine is mounted with the gearbox behind, the track and overall dimensions with optimum weight conspire to give a lower of gravity and superb handling

The result of such a great is an almost complete lack of while the front-wheel-drive offers neutral behaviour even in the The sophisticated front suspension the relatively primitive rear a rigid axle with leaf springs and telescopic It was an odd choice for such a sporting car but there aren’t many available which can deliver usability and practicality with so fun.

The saloon, whilst no sporting pretentions, retains of the handling prowess of the coupe and is a refined and comfortable drive; quite capable of lifting its and showing a surprising turn of although by current standards Lancias are not exactly great burners.

If you want the same but in a more practical package don’t ignore the Fulvia What it lacks in style it up for in practicality.


Buying a needn’t be costly, with starting at just £2500 for usable.

Equivalent 1.3 coupes at around £4000 and go up to £8000 for nice; Zagatos are worth ten per cent more. The 1.6-litre fetch up to 50 per cent extra on condition, but the Series 1 HF models are now into collectors’ territory Fanalones now fetching €50,000 in Fulvia saloons are generally a bit due to their lack of popularity.

In a road test Motor it a car for the connoisseur – and you certainly had to be one, at £1250 the four-door GT (only a remember) cost £1250 – £200 over a faster MK2 Lotus. However the testers the Italian’s individuality and engineering ed its lofty price. All Fulvias do in our – but now they are bargains.


Because the Fulvia’s was so well designed and set up by the factor y, people don’t bother the brakes or suspension unless going racing.

Removing leafs from the springs lower the ride height and fi modern adjustable shock can improve handling, but those who know what they’re can end up going overboard and spoiling the for which the Fulvia is well so just making sure up to spec is ample. The same for wider tyres; it’s not to fit anything more than on 1.6 Fulvias and 175mm on 1.2 and 1.3 cars.

The are very good in standard which is why most owners go no than fi tting harder, modern pads. The brakes of the I aren’t so good, but while possible to swap to the later it’s very involved the handbrake is a completely different Anyone taking part in motorsport is also banned making such changes.

upgrades are more common, as more generous carburation. the original Solexes for twin or Dell’Ortos is popular, with the inlet manifold typically £200 or so. Tubular exhaust are also popular, at around while spicier camshafts are the step.

Piper, Kent and offer suitable shafts £250 and £400. To prolong the of the clutch, whether an engine is or not, it’s worth fi one from an Uno Turbo, which is than the original.

What To For

All Fulvias can rust very so pay particular attention to the front and its rear mounts, steel lids, the door panels and the panel when vetting an

Many of the Lancia’s most rot areas are well hidden view, particularly the rear legs and mounts, which is why a and poke underneath is essential.

The Fulvia was extremely well mechanically, and if properly serviced, tend to just keep sweetly. The quirky V4 engine is DIY and holds few horrors apart duff water pumps.

The carbs also wear, but can be swapped for modern Dell’orto or alternatives for better performance, and a of performance cams are also available. A professional full V4 costs around £5000, so for worn bearings, which and check for decent oil pressure.

All were fi tted with a gearbox, the Series I cars four ratios and others fi ve. All of them survive well, but the fi rst of wear will be weak synchro (a common ailment of too), so check for baulking as you ratios.

Dunlop brakes to Jaguar set up) were used on the Fulvias; from the Series II were Girling items fi instead. As with most cars, lack of use causes the problems, as the system tends to up; the front discs are also to replace.

The biggest hassle Series II brakes is the separate system. This dedicated requires a special tool to the dedicated shoes, meaning usually leave it alone and carry out any maintenance, which can in a £200 bill for replacement and an overhaul.

Make sure the all works properly as it’s now to fi nd on a new basis, although used are generally available. The switchgear is robust and the electrical system is pretty good too; the doesn’t suffer from of the electrical gremlins that other Italian cars of the although many faults can be to the usual poor earths and contacts.

The front suspension is durable, the ball joints, dampers and eventually wear out. The suspension isn’t so tough as the leaf springs sag with The standard heater is only at best but if the unit doesn’t at all it can be a dash out job to remove on the Series II

Spare part availability is good via Lancia specialists – the expensive bits being carburettor parts, new water (some £100), replacement chains (£70), wheel (more than £100 and engine bearings (£250 or so for a set).

The major body for the coupe are now available again at prices, although saloon are very rare. Also trim parts, especially hub caps, are hard to fi nd. If you see one cheap buy a spare Fulvia that you can

Interior trim is also to fi nd. Most Series I and II cars vinyl interiors, and this few problems. Leather was also and this tends to be less it’s rare though so you won’t find a car that it.

Series III Fulvias featured trim and this isn’t tough but there’s nothing tricky about retrimming cars.

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