Lancia Fulvia — BrandWiki

Lancia Fulvia

Overview

Lancia Fulvia

manufacturer	Lancia
production	1963–1976
designer	Piero Castagnero at Centro Stile Lancia (Berlina and Coupé) Ercole Spada at Zagato (Sport)‡R1R‡
class	Large family car (D)
body style	4-door saloon (Berlina) 2-door coupé (Coupé) 2-door fastback coupé (Sport)
layout	Front-engine, front-wheel-drive
engine	petrol: 1,091 cc Lancia V4 1,199 cc Lancia V4 1,216 cc Lancia V4 1,231 cc Lancia V4 1,298 cc Lancia V4 1,584 cc Lancia V4
transmission	4-speed manual 5-speed manual
wheelbase	2480 mm (Berlina 1963–69) 2500 mm (Berlina 1969–72) 2330 mm (Coupé, Sport)
length	4110 mm (Berlina) 3975 mm (Coupé) 4090 mm (Sport)
width	1555 mm (Berlina, Coupé) 1570 mm (Sport)
height	1400 mm (Berlina) 1300 mm (Coupé) 1200 mm (Sport)
predecessor	Lancia Appia
successor	Lancia Beta Lancia Trevi (1980–1984)
sp	uk

The Lancia Fulvia (Tipo 818) is a car produced by Lancia between 1963 and 1976. Named after Via Fulvia, the Roman road leading from Tortona to Turin, it was introduced at the Geneva Motor Show in 1963 and manufactured in three variants: Berlina 4-door saloon, 2-door Coupé, and Sport, an alternative fastback coupé designed and built by Zagato on the Coupé floorpan.

Fulvias are noted for their role in motorsport history, including a 1972 win of the International Rally Championship.[2] Road & Track described the Fulvia as "a precision motorcar, an engineering tour de force".[3]

Total production number of the Fulvia berlina was 192,097 cars, of the Fulvia Coupé 139,797 cars, and of the Fulvia Sport 7,102 cars.[4]

Specifications

Chassis

The Fulvia Berlina was designed by Antonio Fessia, to replace the Lancia Appia with which it shared almost no components. The Appia was a rear wheel drive car, however, while the Fulvia moved to front wheel drive like the Flavia. The general engineering design of the Fulvia was identical to that of the Flavia with the major exception of the engine, the Flavia having a four-cylinder horizontally opposed engine and the Fulvia a 'Narrow Angle' vee configuration as featured on most production Lancias from the Lambda. The Fulvia used a longitudinal engine mounted in front of its transaxle. An independent suspension in front used wishbones and a single leaf spring, while a beam axle with a panhard rod and leaf springs was used in back. Four wheel Dunlop disc brakes were fitted to first series Fulvias. With the introduction of the second series in 1970 the brakes were uprated with larger Girling calipers all round and a brake servo. The handbrake design was also changed - using separate drums and brake-shoes operating on the rear wheels.

Engine

The Fulvia's narrow-angle DOHC Lancia V4 engine was mounted well forward at a 45° angle. A new design, by Zaccone Mina, its unusually narrow 12° V allowed a single cylinder head to cover all the cylinders, with one cam each for intake and exhaust valves.

Displacement started out at just 1091 cc, with a 72 mm bore and 67 mm stroke. Fitted with a single carburettor, the V4 produced 58 CV. A higher (9.0:1) compression ratio and twin Solex carburettors raised power to 71 CV soon after.

The engine was bored to 76 mm for the 1216 cc HF model. With additional tuning output was raised from 80 to 88 CV.

The engine was re-engineered with a slightly narrower bank angle (from 12°53'28" down to 12°45'28") and longer (69.7 mm) stroke for 1967. Three displacements were produced: 1199 cc (74 mm bore), 1231 cc (75 mm bore), and 1298 cc (77 mm bore). The new 1298 cc engine was produced in two versions; the type 818.302 produced 87 bhp at 6000 rpm and was fitted to first series Coupés, Sports and Berlina GTE and later to the second Series Berlina. The Type 818.303 was first produced with 92 CV and was fitted to the first series Coupé Rallye S and Sport S. For the second Series Coupé and Sport, power was slightly reduced to 90 CV at 6000 rpm. The 1199 cc engine was only fitted to the Berlina sold in Greece.

The engine was completely reworked for the new 1.6 HF with an even-narrower angle (now 11°20'), and a longer 75 mm stroke combined with a bore of 82 mm gave it a displacement of 1584 cc, and power ranged from 115 to 132 CV depending on tune.

Model history

Berlina

The Fulvia saloon was updated in August 1969 with a redesigned body on a 20 mm longer wheelbase, and an updated interior. An altered roofline also provided more space for rear-seat passengers.[6]

Series I
Berlina (Tipo 818.000/001): 1963–1964. A compact four-door saloon introduced in 1963 with a 1091 cc, single twin-choke carburettor engine producing 58 bhp at 5800 rpm.
Berlina 2C (Tipo 818.100/101): 1964–69. Improved, more powerful Berlina launched late in 1964, with a 71 bhp engine fitted with double twin-choke Solex carburettors. 155R14 Michelin X radial tyres. The body-shell also had revised front subframe mountings. Distinguished by an enamelled "2C" badge on the radiator grille and rear "Fulvia 2C" script.
Berlina GT (Tipo 818.200/201/210/211): 1967–1968. Introduced at the 1967 Geneva Salon with the 1216 cc (later 1231 cc) engine from the Coupé, producing 80 bhp at 6000 rpm.[5] Distinguished by an enamelled "GT" badge on the radiator grille and rear "Fulvia GT" script. Fitted with 155R14 Michelin X
Berlina "Grecia" (Tipo 818.282/292): 1967–1969. Greece-only version fitted with a smaller 818.282 1199 cc engine, putting out 79 PS at 6200 rpm. 145R14 Pirelli Cinturato CA67 radial tyres
Berlina GTE (Tipo 818.310/311): 1968–1969. Introduced in 1968 with the 1298 cc (818.302) engine from the Coupé Rallye 1.3, for an output of 87 bhp at 6000 rpm. In addition, the brakes were uprated with a brake servo, and fitted with 155 SR 14 Michelin ZX radial tyres
Series II

Berlina (Tipo 818.610/611): 1969–1971. Series 2 was introduced in 1969 with the 1298 cc.
Berlina "Grecia" (Tipo 818.682): 1969–1970. Series 2 Greece-only limited displacement version; the 818.282 1.2-litre engine was unchanged.
Berlina (Tipo 818.612/613): 1970–1972. Series 2 with the 1298 cc (818.302) engine and 5-speed gearbox, introduced in 1970. Larger Girling callipers and pads replaced the Dunlop system fitted to first-series cars.
Berlina "Grecia" (Tipo 818.694): 1970–1972. Updated with the 5-speed gearbox like the regular saloon.

Coupé

The Fulvia Coupé was a compact two-door, three-box coupé introduced in 1965. Like the saloon it was designed in-house by Piero Castagnero, using a wheelbase 150 mm shorter than its sedan counterpart. As the last Fulvia model to be discontinued, the coupe was ultimately replaced in 1977 by a 1.3-litre version of the Beta Coupé.

Series I
Coupé (Tipo 818.130/131): 1965–1967. Equipped with a 1,216 cc 818.100 engine—from 1967 enlarged to 1,231 cc—producing 80 CV at 6,000 rpm. The same engines were subsequently used on the Berlina GT.
Coupé HF (Tipo 818.140): 1966–1967. The competition version of the coupé, introduced later in 1965, carried a tuned version of the 1,216 cc engine producing 88 CV at 6,000 rpm. Bodywork was lightened by removing the bumpers, using an aluminium bonnet, doors and boot lid, Plexiglas side and rear windows, and bare steel wheels without hubcaps.
Rallye 1.3 HF (Tipo 818.340/341): 1967–1969. 1.3-litre HF. New 1,298 cc engine with 101 CV at 6,400 rpm.
Rallye 1.3 (Tipo 818.330/331): 1967–1968. An updated coupé with the 818.302 1,298 cc engine with 87 CV at 6,000 rpm.
Rallye 1.3 S (Tipo 818.360/361): 1968–1970. Updated, more powerful Rallye 1.3 with a new 818.303 1,298 cc engine producing 92 CV at 6,000 rpm.
Rallye 1.6 HF (Tipo 818.540/541): 1969–1970. Known as Fanalone ("big lamps") because of the characteristic upsized inner pair of headlamps. The evolution of Rallye 1.3 HF, equipped with an all-new 818.540 1,584 cc engine producing 115 CV at 6,500 rpm. Other changes included negative camber front suspension geometry, with light alloy 13 inch 6J wheels; and a close ratio 5-speed gearbox and wheel arch extensions. The easiest way to distinguish this version is by the triangular holes between headlamps and grille.

Sport

The Fulvia Sport was a fastback two-seater based on Coupé mechanicals, built for Lancia by Zagato — where it had also been designed, by Ercole Spada. The Sport was commissioned by Lancia to Zagato as more aerodynamic and sportier version of the coupé, which could be used in road and track competitions.

Three peculiarities of the Sport body were the engine bonnet, which was hinged to the right-hand side, the rear hatch, which could be lifted electrically by a handful of centimetres to aid cabin ventilation, and the spare wheel, which was housed in a separate compartment and accessed from a rotating panel which held the rear number plate. The tail lights were sourced from the NSU Prinz 4.

The second series Fulvia Sport was launched at the 1970 Turin Motor Show. Changes included a 5-speed gearbox, revised suspension geometry, taller ride height, an alternator in place of the previous dynamo, a taller final drive compared to coupés, and wider tyres.[9] The body was now all-steel, and seated 2+2 passengers.[9] Some of the Zagato's most unusual features were lost: the bonnet was now hinged at the front, and the spare wheel compartment hatch was deleted.[9]

Motorsport

Rallying

It was with the Fulvia that Lancia went officially back into racing after its withdrawal from Formula 1 in 1955; this time the effort was focused on rallying. In 1965 the company absorbed the HF Squadra Corse, a privateer racing team founded by Lancia enthusiasts which previously received some factory support, which became the works team under the direction of Cesare Fiorio. The same year the Fulvia Coupé made its racing debut at the Tour de Corse, placing 8th overall. Starting with the lightened and more powerful 1965 Rallye HF, special HF versions were put on sale to the general public to homologate improvements for the rally cars. In 1967 the larger displacement Rallye 1.3 HF followed. As the V4 engine had reached the limit of its development, an all-new 1.6-litre V4 engine was developed and installed on the 1967 Rallye 1.6 HF. The car raced as a prototype until August 1969, when it received FIA homologation.

With the exception of 1970, Fulvias won the Italian Rally Championship every year from 1965 to 1973. The Fulvia's rallying career reached its zenith in 1972, when Lancia won the International Championship for Manufacturers two rounds in advance. First placements at rallies valid for the Championship were three: included Sandro Munari and Mario Mannucci at the famous Monte Carlo Rally, with a 10' 50" margin over the runner up, Larrousse/Perramond on a much more powerful Porsche 911 S,[18] Lampinen/Andreasson at the Rallye du Maroc, and Ballestrieri/Bernacchini at the Rallye Sanremo. In 1973 Lancia did not score any podium finishes valid for that year's first-ever World Rally Championship season; though at the hands of Munari, the Fulvia won its second European Rally Championship, after the 1969 victory by Harry Källström. During the 1974 season the ageing Fulvia was replaced in rallying by the Lancia Stratos HF. That year Lancia won its second World Championship, also thanks to points scored by the Fulvia in the first rallies—such as the third place Munari caught in the gruelling East African Safari Rally.

Endurance racing

The Fulvia Sport was prepared and raced by several privateers in track events. During 1968 Zagato built 27 Sport Competizione competition versions, as well as two specials which later became known as Sport Daytona.[19] These were modified with twin, different sized round headlamps under flush Plexiglas covers, a mesh front grille, widened fenders, Plexiglas side and rear windows, quick-fill fuel cap, and a 155 PS engine.[19] In 1969 these two cars were entered with Maglioli and Pinto as drivers at the 12 Hours of Sebring, placing 18th overall, and at the 24 Hours of Daytona, where they scored a class win in the sports prototype category and an 11th place overall.[19]

Fulvia HF F&M

In 1969 three competition Fulvia 1.6 HFs were transformed into racing barchettas by Claudio Maglioli.[20] The roof and about 28 cm of rear bodywork were cut away; heating, interior trim, the passenger seat, and the inner pair of headlamps were removed, while the fuel tank took place of the rear bench seat.[20] In spite of the chassis bracing needed to preserve rigidity without the roof, the car resulted 200 kg lighter than the coupé; the suspension had to be retuned to compensate for the lighter weight, and one leaf was removed from the front spring.[20] The car was christened Fulvia HF F&M Special, where F and M stood for the initials of Lancia team manager Cesare Fiorio and of Maglioli. The barchetta's first major race entry was the 1969 Targa Florio. Sandro Munari and Rauno Aaltonen drove one to a ninth overall placement as well as to a class victory.[20]