Octane Lancia Stratos

12 Июн 2014 | Author: | Комментарии к записи Octane Lancia Stratos отключены
Lancia Electric Cars

Lancia Stratos

Originals the newcomer


Forty years the birth of the Lancia Stratos, the returns – as exciting and unconventional as Time for new and old to meet in an exclusive back-to-back

It’s almost when you see the thing surrounded for the first time by all its illustrious They weren’t kidding they called it the New Stratos around, check the angles, the same stubby, arrogant doorstop shape, but smoothed and climb inside and there’s the feeling of businesslike purpose, but finished and appointed. Fire the and the familiar goosebump feeling up the back of your neck as the whoop swells, inches your right ear.

just has that same Stratos menace, that barely contained tension seems inherent in the ancestral It’s like watching the Sex take the stage at your wedding: you know something big happen at any second, something brash and borderline, but whatever it is, it will be exciting, and you will the story to your grandchildren.

no mistake, this isn’t a retro-copy, nor even a ‘continuation’, and Octane brought the latest together with every that came before it, fact was blindingly apparent. The New is, in effect, a Stratos Evolution, Lancia would build if it had stuck it out, like an Morgan Aero or Porsche Except the manufacturer wasn’t at all: everything sprang the collective enthusiasm of a few private who wanted to do something special.

fits pretty well, back on how the whole affair exactly 40 years ago. The Stratos didn’t initially much in the way of manufacturer’s involvement It only came about renowned design house and Carrozzeria Bertone was facing production capacity in the late and wily Nuccio Bertone saw recently saved from by Fiat, as a perfect candidate for the of low-volume image-enhancer he could provide.

All he lacked was some and for that he turned to young genius Marcello Gandini. had already co-styled the acclaimed Miura for Bertone, and this he would be entrusted with the design. Nuccio’s instructions consisted of (1) make it mid-engined, the of the day, and (2) make it wake up over there.

To keep rival Pininfarina who had an inside track at Lancia in the (and Lancia too, they knew no more Bertone’s intentions than else), they named the Project Zero. By the time the concept appeared at the October Turin Show, however, it had another name, pilfered at the minute from a model kit found lying in the Bertone It was called Stratos.

The massively Stratos Zero had nothing in with the car we now know as Stratos. But it

to accomplish its objective. It caught attention, and started wheels among people like motor sport boss Fiorio. Upon careful of FIA regulations, Fiorio found a for a model to replace the successful but Fulvia rally fleet a gap big to drive a mid-engined, low-volume enhancer through. Newly in for the 1973 World Rally the homologation limit was only 400 and even cash-strapped Lancia a piece of that action.

In ’71, Nuccio Bertone got the to build a serious prototype.

was really the First Stratos; we now recognise as brand characteristics not from the Zero, but from the it spun off. Once Gandini was assigned the complete and, under guidelines that regulations gap, Fiorio asked for wasn’t a car with competition possibilities, it was a car that could sell enough road units for

Gandini’s answer took to a whole new level. To a steel safety cage he attached with four-wheel, fully double-wishbone suspension, a transverse Ferrari Dino V6 and five-speed four huge disc hinged clamshell bodywork, and else besides a couple of The breathtaking shape looked he’d hacked it from clay with a machete and the edges with a damp then he painted it Screaming Matt Blood-Orange and popped it on the Bertone stands at Torino and

That retina-searing masterpiece now to Chris Hrabalek, creator of the Fenomenon concept car from today’s New Stratos grew, and the foremost Stratos collector (he with a toy version at age three and stopped yet). It’s the vehicles Chris brought to the New launch at the Paul Ricard in southern France to show us the new bloodlines, and is easily the single significant Stratos in the world. Gandini’s exclusive personal and Chris says ‘If any car deserved to be called an original of art, by the hand of the original this is it.’

What strikes you first is how few exist between the Gandini car and the road Stratos. Yes, an like Chris can name and side-by-side you can notice a subtle in the lines and the addition of the distinctive But in terms of fundamental principles, the changes were the substitution of bodywork for the prototype’s aluminium following durability problems in competition, a rear suspension to Chapman struts.

There’s the matter of engine specifics; the proto Stratos uses the all-alloy version of the Dino V6. All have the ally-head, iron-block 2.4 the 246 and Fiat Dinos. Otherwise, it was a matter of simplifying to suit the role as a dedicated hunter-killer.

The roll-up windows, for example, ditched in favour of a bare-bones screw arrangement that the glass in position on its tracks to extra room for the famous panel helmet trays. As points out, ‘It’s the only time the prototype was posh than the production

Neither car is particularly sumptuous, The minor fittings and accessories are from the Fiat parts Lots of things are recognisable as 850 Spider componentry (also during the same period), to the door hinges and boot lamp.

The minuscule size and are immediately evident behind the steering is exceptionally light when motionless, the front inner-arch is so close it’s a knee brace, and the pedals are offset rightward and take to heel-and-toe. Even if the Stratos very long, it is incredibly with ample elbow and remarkable overall comfort. that is, the sun comes out: the Star Wars windscreen cooks on all but the darkest days, and is almost non-existent.

So is rear visibility, but then you need much with performance; 40 years on it’s seriously, genuinely quick in driving and with an illicit, race-car kind of thrill few cars have ever In the mid-ranges, where it counts on highways, the acceleration is shockingly and remorselessly fierce, and the wee beast shoot through gaps a soul possessed.

It’s downright clairvoyant, with intense reflexes, and, as the best superbikes, you find constantly going faster and harder, like a lab rat blitzing the lever, totally addicted and of it. All this to a glorious V6 soundtrack would make Mozart and while generating unqualified and envy in every surrounding The reaction of ordinary civilians to enraged Stratos entering on maximum attack is one of the great pleasures automotive life can

But of course it was the rally cars made the Stratos reputation. largely to tech wizards Paolo Dallara and Mike the road-going Stratos HF (commonly now the ‘Stradale’) developed into a World Champion, 1974 ’76, and claimed countless non-Championship events for privateers. the standard Stradale’s 190bhp, rose with the base head to around 260; a four-valve configuration, 280bhp was

In an era when the pro rally norm was saloons with big lights, the hit the sport like Genghis at a pub-league football match.

A Stratos is therefore an animal of higher intensity; it’s a bit even to crawl into There doesn’t seem to be a anywhere without mysterious switches and widgets, and on Hrabalek’s works Safari Rally the outside is as busy as the cockpit. bull bars at both extra lamps, extra tyres and Dumbo-ear mud flaps, almost more Land than race car.

also possibly the only ever to feel truly in both the steering and its general and the straight-cut gearbox takes a but sensitive hand plus a amount of revs, not the best for the novice. But the whole impression is solid and reassuring, and it’s that the Safari Rally was the few events the model never

It certainly does go, too; one has the beefy four-valve engine, and a racing circuit is hardly its habitat, the brilliant power-to-weight still makes it positively out of the corners, and with far better torque and flexibility than be expected from pure trim. Despite so much hanging off the bodywork, it’s reasonably flat through corners, and it’s easy to see why was a rally car that more or did it all, regardless of terrain or and if anything could sound than the Stradale, this is it.

was indeed one world the Stratos conquer, however. The Group 5 Turbo ‘Silhouette’ was an ill-fated at converting the package to endurance Two were built and, our subject car won the 1976 Giro (akin to the Tour de France, and tarmac rally than not much else was accomplished. The wheelbase simply wasn’t for high straight-line speeds or the provided by a lone KKK turbocharger the of a jumbo pizza and Kugelfischer injection.

The gutsy Dino was touching 560 horses, and in a notoriously fashion.

The sister car overheated and to the ground at Zeltweg, a total the mighty Giro winner is warmed-up and waiting for a driver. It is frankly more than a bit and Hrabalek’s advice after the monster to life offers reassurance. ‘When you take the first thing you think is road Stratos is faster” suddenly the power comes on and the car sideways almost as fast as

Getting into the driver’s regardless, you can’t help the door is only a gossamer of plastic and there’s no side bar on the while the dominant item in with you is a whacking, huge, throttle pedal. Nothing for it but to hard and press the starter.

And happens at all. No crank-over, no power, not a warning light nor a After wiggling the battery and relays and trying the booster the Turbo goes back in the amid a welter of mixed

And somehow the symbolism is apt. was the last permutation of the original line, abandoned without exploration and for reasons beyond its own Fiat had decided the mass-appeal 131 had PR value over the thoroughbred and pulled the plug on Stratos efforts pre-season in 1977.

The great experiment was over; production of the series had been 492 units.

Or maybe the great was only suspended for a while. It wasn’t over for young designer Christian Hrabalek; the was what led him into automotive in the first place, and it’s noting that when initially showed the Fenomenon he was a few shy of Marcello Gandini’s age when the debuted.

Equally devoted to the ideal was German businessman Stoschek, successful race and driver and owner of car component Brose, and to him, the Fenomenon the perfect basis for bringing the super-wedge back to life. again wheels started and, in 2008, Stoschek Pininfarina to turn Chris’s into a working car.

testing took place the summer of 2010, and official of the New Stratos from the builders was three weeks before press launch. In addition to the involvement of Chris and his design Stoschek was a crucial influence in the ultimate direction, and final was by Pininfarina’s senior designer Borgogno.

Like the old Stratos it, New Stratos uses a Ferrari and gearbox, in this case the potent 430 Scuderia, and it also the Scuderia’s underlying chassis. it does thereafter, however, is different, no doubt largely due to hands-on Stratos rally

Every system in the car has been to reflect the Stratos precepts of powerful and nimble’; the engine got power, the diff ratio was for better acceleration, the wheelbase was to improve responsiveness and agility, and the suspension was reworked by ZF Sachs. even produced clever windows that allow glass while retaining the trays and still saving and there’s a compact air-con to alleviate that nasty problem.

Visually, the New Stratos is an follow-on from the iconic intentionally keeping what calls the ‘subliminal intimidation’ in its lines. The interior is admirably with analogue gauges, buckets, a retro-style instrument and mouse-fur dash, yet sufficiently ergonomics and accessories to make the car in a contemporary road environment.

Best of all, the driving is what you’d want a latter-day, evolved Stratos. torque starts early; at it’s manageable and uncomplaining, and well across the rev range. Top has been sacrificed to mind-altering thrust, just like in the old and the traditional tendency of mid-engined, cars to turn and bite at the limit (a notorious trait of the old once that sweet-handling 90% was up) is greatly reduced by the electronic and stability controls.

New Stratos is and bold and tremendously quick, and very usable.

So yes, the is back, and with a spirit of its namesake. Where it goes here, however, is presently far certain. The one current example is the of Michael Stoschek, who has no great to become a car manufacturer. But a short run of Pininfarina production might if the demand is there, with likely to be in the half-million euro unless you have your own donor handy.

There is fascinating talk of a GT2 racing and Chris Hrabalek has already preliminary studies.

Whatever though, the Stratos is an idea just won’t go away, and as the begat the Gandini and the following generation, who’s to say the Fenomenon and the New won’t evolve a generation of own? As the saying goes, watching this space.

buyers can request purchase through the ‘contact’ link of the New website, www.new-stratos.com.

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