Tribute Lancia Fulvia Auto Universum

24 Апр 2014 | Author: | Комментарии к записи Tribute Lancia Fulvia Auto Universum отключены
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Tribute: Lancia Fulvia

by Kraus

Fulvia Coupé

I enjoy being coerced selecting some favourite or car. First off, for any given occasion or individual is a vastly different car which best warrant such a

Yet I must admit that are a few vehicles that for me personally seem to float to the top. The few generally feature unique and technically engineering. Their uncompromising, idiosyncratic design show contempt for market research, clinics or other dilutive They represent what designers thought right and for a motorcar and damn the torpedoes.

The is one of these.

The various Fulvias excelled in generating flashy numbers in the realm of speed or thus they were spared the attention of those who deign to judge cars by simplistic criteria. Nevertheless; of its overall competence in real-world the Fulvia acquitted itself in competition. As an example, the Fulvia 1.2 HF the 1966 Targa Florio overall, posting an average less then 5 kph slower an 1.8 litre MGB driven by rally Timo Mäkinen.

In the 1970 a 1.6 HF driven by Cladio Maglioli and Munari finished 9th overall of all production cars including a of nine Porsche 911’s. The finishers ahead of the Fulvia the sports-racing and sports-prototypes entered by (the 512), Porsche Alfa Romeo (Type 33) and (2000 S).

Lancias were designed for and driven by the cognoscente. An old expression held that sold cars to the masses, to sportsmen and Lancia to connoisseurs. One motoring writer compared a Lancia to savouring a good no doubt envisioning swirling a of Penfolds Grange Hermitage

Fulvia Berlina

The Fulvia began in 1963 with the of the 1.1 litre Berlina designed the direction of Antonio Fessia. by many journalists as the King of Cars, the Fulvia was small, but by no inexpensive to build or inexpensive to The Fulvia was the second Lancia to front-wheel drive, following on the of the Flavia introduced three earlier. Unlike the French drive designs that the engine behind the front for better weight distribution, or the layout pioneered by the BMC Mini, located their engines of the front axle, and the transmission To keep front end of the car from too heavy and too long, Lancia the shortest possible engine

Where the Flavia was designed a horizontally opposed four-cylinder the Fulvia incorporated an exquisitely narrow-angle (13 degree) V4 designed by Mina.

Lancia was long a of the vee configuration; having produced the first V4 in 1922 and the first V6 in 1950. While their V6 was a 60 design, all the Lancia V4 engines very narrow angles of 10-20 degrees, allowing banks of the engine to share a common cylinder head. The predecessor, the Appia, utilized a V4, but engine had reached the limit of its due to breathing limitations. This was due to the that the long ports across the single cylinder to service the far bank had to wind way through a nest of pushrods, limiting their size and

Eliminating the pushrods in favour of camshafts neatly addressed problem in the new Fulvia engine. One of the two overhead camshafts operated the valves on both banks rocker arms, the other controlled all the exhaust valves.

The mating surfaces of the block and head were machined to simplify manufacturing. To compensate, the of the pistons were slanted 6.5 to properly match up to the combustion The entire engine was canted a full 45 degrees to allow a hoodline.

Fulvia 1.1 litre 13˚ DOHC V4

The cylinder head and were die cast aluminium. the very compact cylinder was cast of iron. There no pressed metal parts on the all major bolt-on pieces beautifully finished aluminium including the cam cover, oil sump and staggered four-blade cooling

The engine was little short of a Its design was resurrected in the 1990’s by who continue to use this narrow V (VW use 10.6 and 15.0 degree to create V5’s, V6’s, and in pairs or sets, W8’s, and the W16 of the Bugatti Veyron.

The suspension was straightforward with upper and wishbones in front and a beam at the rear. In common with German cars, the Fulvia very large rubber bump stops that as supplementary springs. In the front, came into play only 45mm of jounce

The real key to the Fulvia’s acclaimed and handling was its De Carbon high monotube gas-charged dampers. Bourcier de Carbon developed and this design in 1953. engineers were among the to recognize the performance advantages of the concept and fitted the De Carbon to the Flavia and Fulvia.

The De Carbon was later licensed to Bilstein, who the principle.

Lancia also no expense with tires, the Fulvia exclusively with Michelin X or XAS radial ply tires. was the first automobile manufacturer to upon the benefits of the belted ply design and began phasing in the new Michelin tires as standard beginning in May of 1950.

The braking system used on all four wheels, the first application (in a tie with the Renault R8) on a sedan, putting the Fulvia in company; the only sedans at any price with four-wheel brakes were Daimlers, six-cylinder Fiats, three-litre and V8 and Lancia’s own Flaminia and Flavia.

were never meant for the that purchases cars by the or believe that bigger is and the Fulvia was no exception. It was the most 1.1 litre car on the European market. seeking the most size or for their money would to look elsewhere.

What the buyer got instead was a precision-engineered car like a fine Swiss

In addition to the finely crafted components, the Fulvias bodywork was to a similarly high standard some of the smallest and most panel gaps to be found in the One never found a Fulvia dull, corroded or pitted because the exterior brightwork was chromed metal or anodized It was all polished stainless steel, the bumpers.

Many details incorporated to enhance the enjoyment of the owner. The lids of the engine and compartments were counterbalanced and compartments illuminated.  The spare was discretely enclosed in a vinyl The edges of the doors had red warning that illuminated when the were opened.

The centre of the dashboard hinged downward to for easy access to the switches, and relays. Standard equipment a dipping day/night mirror, vanity mirror and fully reversing lamps: all luxury in 1963.

Fulvia Coupé

In Lancia introduced the Fulvia In a break with tradition, eschewed the Italian carrozzerias and a model designed in-house by Castagnero. The Coupé debuted an engine enlarged to 1.2 litres, the of twin dual-throat carburettors and a 9.0:1 compression ratio. sharing the suspension and drivetrain the Berlina, the wheelbase was shortened by and a rear anti-roll bar was added. The is eminently desirable on a front-wheel drive car to the best ride and handling the resulting roll stiffness at the will aid in attenuating understeer.

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Nonetheless, they would not commonplace for another decade.

A few following the launch of the Fulvia Lancia introduced what become the most illustrious and of all Fulvias; the HF. This corresponded the debut of Lancia Squadra managed by Cesare Fiorio, the Lancia works competition since 1954.

The HF was lightened the use of aluminium for the doors and engine and compartment lids, Plexiglas and quarter windows and deletion of of the trim, including removal of the All together, 170 kg was eliminated, bringing the down to a svelte 860 kg for the stradale and only 790 kg for the corsa variant did without a heater, air cleaner and other non-essentials. New camshafts eight extra horsepower and an oil was fitted.

Meanwhile, twin-carburettor versions of the 1.1 and 1.2 engines were offered in the and in accordance with a long of working with the Milanese Lancia offered a Zagato-bodied in 1967. The new Sport Zagato was on the shortened platform of the Coupé and with the introduction of a 1.3 litre of the V4.

Fulvia Sport Zagato

The Coupé body was crafted aluminium and had slightly lower drag (mostly from 100 mm lower) than the standard The Fulvia Sport was the top-line being considerably pricier and than the standard Coupé. The was fitted with a taller drive with the result the lighter Sport and heavier were evenly matched in until speeds were where the lower drag of the began to show to advantage.

As with most Zagato there were some touches. Like the earlier Zagato, the rear hatch be raised several millimetres via an motor to increase cabin The engine lid was not hinged at the front or but on the right-hand side. With the canted engine lying to the left, this made sense.

The spare tire and were under the rear floor and slid out via a fold panel between the bumper in a manner similar to many sports cars. On the minus the aluminium construction and hatchback of the Sport Zagato left it less chassis rigidity the Coupé, despite having the first factory strut-bar the rear suspension towers.

1.3 HF

The 1.3 litre version of the V4 was also to the Coupé and HF. The new 1.3 HF immediately proceeded to second place honours in at the Rallye Monte-Carlo and at the Acropolis In 1969, the final driveline of the Fulvia range was introduced for the HF: a 1.6 version of the V4 coupled to a new five-speed Also new were 6” Cromadora wheels and 175 mm wide tires.

The 1.6 engine would remain an HF for four years, after it was also available in the Sport

The Fulvia 1.3 HF of Hannu Mikkola and Järvi on the way to 2nd Overall in the 1968 Alpine Rally

The 1.6 litre won the RAC and Portugal rallies in 1970 and in were victorious in the Monte, the and the San Remo rallies. The points these and other wins the season brought the Fulvia the International Rally Championship That was the peak of the Fulvias career but it wasn’t quite

In 1973, a 1.6 HF helped Sandro secure the European Rally

The Fulvia was the last true Lancia designed and produced to the takeover by Fiat and its passing was mourned by aficionados of engineering and quality. The eminent British tester John Bolster declared that The Lancia is not afraid to pay for more engineering and every part of the car must to him for its mechanical excellence; merely adequacy is not enough . An Australian reviewer recommended the purchase of a as a corrective for the man who had thus far failed in all ways to become a gentleman .

We most likely never see a car like the Fulvia. In an era where choose their next car by a of a second in zero-to-sixty acceleration or a few difference in lap times around the too few enthusiasts remain that appreciate the subtlety and nuance in the engineering and design solutions were hallmarks of the cars of

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