on three main bearings. Therefore, it had nothing
in common with the four-cylinder Appia engine,
except for the capacity of approximately 1100 cc.
Here is the full technical specification of the first
Fulvia saloon:
Engine. 13° Vee-4 engine; bore and stroke 72x67
mm; swept capacity 1091 cc; compression ratio
7.8: 1, developing 58 h.p. CUNA at 5800 r.p.m.;
maximum torque 8.4 kgm at 4000 revs. Twin over-
head camshafts driven by a silent chain; forced feed
lubrication with an oil filter in the main circuit; one
Solex C 32 PAIA 8 twin choke down draught car-
burettor; mechanical fuel pump. 12 V electrical
equipment; 360 W dynamo, battery 42 amp/hr.
Transmission. Front wheel drive, single plate dry
clutch; four speed synchromesh gearbox with steer-
ingcolumn gearshift. Gearratios: bottom gear 4.305;
second 2.542; third 1.538, top gear 1:1, reverse
4.798. Hypoid bevel reduction gear set with ratio
4.78:1 (9/43). Tyres 155 x 14.
Suspension. Independent suspension at the front,
with wishbones, upper transverse leaf spring, stabi-
liser bar. Rear suspension: rigid axle, longitudinal
semi-elliptical leaf springs, Panhard type bar. Hy-
draulic (twin circuit) disc brakes acting on all four
wheels; mechanical hand-brake acting on rear wheels
Worm and pinion steering.
Body. Four-door five-seater saloon,, unitary con-
struction. Wheelbase 2480 mm; front track 1300 mm,
rear track 1280 mm; length 4160 mm; width 1560
mm; height 1400 mm; minimum ground clearance
12 cm; turning circle 10.70 m; fuel tank capacity
38 litres. Weight empty 1030 kg.
The Fulvia saloon had a very distinctive luxury styl-
ing even though the rather angular design of the rear
was the subject of much debate (although on the
other hand the boot was of exceptional capacity).
Exceptional care was taken with the interior trim
and fittings, instrumentation, all perfectly in line with
the Lancia style. As long as it was in production
— with successive mechanical and aesthetic impro-
vements, as we will mention later — the Fulvia was
certainly the most elegant and refined modest-
capacity compact saloon being built in Europe. Fur-
thermore, as was the basic principle of the doctrine
of Prof. Antonio Fessia, even though the ruggedness
of the car called for a sacrifice in terms of weight
(the power to weight ratio was 17.7 kg per h.p.),
the Fulvia embodied a high degree of active and
passive safety. It was also a fast and brilliant car
(the first series sparkled at 140 k.p.h.), and was very
economical to run: 9 litres of fuel per 100 km.
The Fulvia saloon immediately enjoyed an outstand-
ing commercial success, although, when it was intro-
duced, the symptoms of the serious economic crisis
which for almost two years retarded Italian expan-
sion following a long period of prosperity, were
already being felt.
In the autumn of 1964 at the Turin Motor Show, along
with the first version, the "2 C" saloon was introduc-
ed. It had a more highly powered engine, two twin-
choke carburettors, new intake and exhaust mani-
folds, the compression ratio had been stepped up to
9:1 — all resulting in a substantial increase in power
in all ranges, with a maximum of 71 h.p. CUNA at
6000 r.p.m., while the maximum torque was 9.4 kgm
at 4300 r.p.m.
The Fulvia 2C saloon also offered other mechanical
improvements: improved gearbox and final drive
ratios, so that the maximum speeds in the individual
gears were increased (39 k.p.h. in I, 70 in II, 108
in III, better than 145 in IV); furthermore, a new
type of clutch control,of the flexible mechanical type
instead of using the rigid linkage; the steering was
less low geared; there was an improvement in the
front suspension; a new brake pump was fitted which
had separate feed cups (less strain on the pedal,
shorter stopping times). Also improvements were
made to the body, shape of the seats, heating and
ventilating equipment and instrumentation. In this
way, the Fulvia became even more complete and
sparkling.
Less than a year later, it was the turn of the coupe
version, a very successful model which was to enjoy
a future of exceptional brightness. An ultramodern
aesthetic approach, slender and graceful lines, a
bright cockpit (two plus two seating) were the fea-
tures immediately visible. Under the bonnet, a 1200
cc. flexible and powerful engine. Compared with
the saloon, the wheelbase had been reduced by 15 cm
to give the car better handling.
Here, then, are the specifications in brief: bore and
stroke 76x67 mm; swept capacity 1216 cc.; com-
pression ratio 9:1, the engine developing 80 h.p.
CUNA at 6200 r.p.m.; maximum torque 10.6 kgm at
4000 r.p.m.; fuel supplied through two twin-choke car-
burettors. Gear ratios: bottom, 3.690, second 2.179,
third 1.419, top 1:1, reverse 4.112:1. Final reduc-
tion ratio3.909L;(11/43). Wheelbase2330mm,track
1300/1280 mm; length 3975 mm; weight empty 950
kg. Speeds in the individual gears: 46 k.p.h. in first,
79 in second, 121 in third and 160 in top.
Another year and logical evolution of the Fulvia
coupe gave rise to the HF Sports version, designed
mainly to compete in rallies and speed trials. Un-
changed in its styling with respect to the standard
coupe, the body of the HF was structurally modified
by the adoption of a light alloy (perallumal) for the
doors, boot lid and bonnet. This cut the weight to
825 kg without in any way affecting the ruggedness
of the car. The engine output was raised to 88 CV
at 6200 r.p.m. Thus started the long and very happy
sporting career of the Fulvia HF, alongside of which
the Zagato Sport version was also introduced, with
the same mechanics as the standard coupe but with
a lighter and more profiled body.
After the excellent successes of the 1200 engine,
in 1967 this size of unit was also used for the saloon,
which became the "G. T." (80 h.p., 152 k.p.h.), while
at the same time also the other sports versions of
the Fulvia underwent an updating by virtus of which
the engine capacities were increased to 1298 cc.;
the coupe became the "Coupe Rallye 1.3" (85 h.p.
DIN at 6000r.p.m., 168 k.p.h.); the coupe HF became
the «Rallye 1.3 HF" (101 h.p. at 6400 r.p.m., 168
k.p.h.); the Sport was restyled the "Sport 1.3" (85
h.p., 176 k.p.h.), still with the Zagato body. In com-
petitions, the red HF coupes really started to shine.
Then we saw the introduction of the 1.6 HF, launch-
ed at the Turin Motor Show of 1968, the definitive
sporting development of the Fulvia, the "polyvalent"
motor car par excellence.
The 1.6 engine (actually 1584 cc., with bore and
stroke of 92 x 75 mm) just introduced developed 114
h.p. DIN (in other words 72.6 h.p. per litre) at 6000
r.p.m.; subsequently, in special race-prepared
models, it did in fact reach 160 h.p. Further refined
in comparison with the earlier coupe HF, and es-
pecially equipped for rallies, it reached 200 k.p.h.
Of the more splendid victories of the HF, we will
confine ourselves to mentioning the triumph of San-
dro Munari and Mario Mannucci in the 1974 Mon-
tecarlo Rally.
But the career of the Fulvia and its versions was
still not over. In 1969, Lancia launched the re-styled
saloon: a newly-styled body and more harmonious
distribution of volume, a longer wheelbase (2500 mm)
better accessibility to the back seats, which were
now also wider, redesigned dashboard, iodine head-
lights, electrically operated fan and automatically
operated by thermoresponsive contacts, floor-
mounted gear shift lever, vacuum servo brakes.
Furthermore: the engine, still of 1298 cc., was dev-
loping 85 h.p. DIN at 6000 r.p.m., maximum torque
11.3 kgm at 4500 r.p.m., and an alternator was
incorporated into the electrical system. The top
speed rose to 142 k.p.h. in top and 118 in third. This
new Fulvia was to remain in production throughout
1972, with further improvements (including the five-
speed gearbox) wh£n it was replaced by the Beta
saloon.
There was also a partial restyling of the coupe ver-
sions which now became the 1.3 S and 1.3 Sport,
with an engine developing 90 h.p. DIN, speed 170
k.p.h. and five-speed gearbox, which were to conti-
nue their caeer for years, becoming "second series"
models in the autumn of 1970 and identified by a
redesigned front and larger tyres. Two years later,
finally, the 1.3 S Montecarlo version appeared, with
special equipment.
Undoubtedly a car of inexhaustable vitality, this
Fulvia, a milestone in the history of Lancia; compact,
ultra-elegant, refined in the saloon versions; youth-
fully sporting, "born to win" in the coupe versions.
In the entire world production, it would be difficult
to find another model as complete and versatile.
1969: MERGER WITH
THE FIAT GROUP
In the autumn of 1969, a new chapter opened in the
history of Lancia — when ownership passed to the
Fiat Group. This event brought to an end a delicate
phase through which the Company had been passing,
faced with the process of restructurisation of the
world motor vehicles industry, the acutely keen
competition so characteristic of the market economy
in the second half of the sixties, and other circum-
stances of an economic and financial nature.
This, despite the fact that Lancia's output of cars
and industrial vehicles had continued to enjoy the
distinction of a high level of quality, respecting a
long-standing and never-disputed tradition to the ex-
tent that, in course of time, it had become a kind of
hall-mark: carefully designed models, incorporating
a wealth of avanced technical features (demonstrated
repeatedly in this historical profile of the Company),
built with what amounted to be the cars of a crafts-
man. In a certain sense, compared with the mass
produced items imposed on the consumer population
cars which were perhaps even excessively refined.
In order not to compromise or retard the balanced
development of the Company in the future, in line
with the prospects of expansion of markets and of
the world motor vehicle industry, it had however
become essential to give Lancia a " shot-in-the-arm "
via some solid industrial connection which would
above all guarantee the levels of employment. All
this was fulfilled in the context of Turin, but the
implications went far beyond the simple financial
operation, ensuring a settled future for the factory
workers technicians and the higly qualified experts
who had always constituted the valued human assets
of Lancia, offering the new arrangement renewed
confidence in the future.
The Fiat communique on the merger was issued on
24th October 1969. It read: The difficulties through
which the Lancia company has been going for some
time led the government authorities, concerned with
the proper continuance of productive activity and
levels of employment, to invite Fiat to make some
responsible intervention.
To-day, Fiat have announced having taken over the
shares of the Lancia company, assuming the running
of the company and its commitments. This has been
brought to the notice of the government authotities,
whose appreciation has been most positive.
Fiat have furthermore stipulated that they will gua-
rantee the functional autonomy of Lancia, also in
consideration of the opportunity to safeguard the
prestige and tradition of the company in the history
of the Italian motor vehicles industry.
In commenting on the news which in those days
echoed resoundingly throughout Italian and
foreign motor car circles, but particularly in Turin,
where the factory at Borgo San Paolo was considered
a symbol, one of the city's glories, a leading daily
newspaper, dwelling on the last part of the Fiat com-
munique, wrote: It is significant and of great even
human value — and this will bring pleasure to those
who see the name of Lancia as a kind of symbol —
that the factory will be able to retain its physionomy,
its technical and productive independence, continu-
ing to distinguish itself with high-class products.
With this injection of fresh blood into the equipment
and general structure of the company, it will un-
doubtedly enjoy the fresh motivation which the fame
of its name and the role of technical progressiveness
which it has always played in the development of the
motor car merit. And it is in this very individualisa-
tion that the name Lancia will be protected. In the
new arrangement, side by side with Fiat but in a
context of harmoniously agreed independence,
within the framework of fresh technical, economic
and financial possibilities, the company will find the
most favourable conditions under which, in the
reality of the industry and world automobile markets,
to defend those characteristic features which have
made the second Turin factory so famous.
Thus, after more tha sixty years, Lancia were beginn-
ing a new chapter, could embark with renewed fer-
vour and regained confidence on the path of work,
progress and success opened up in far-off 1907 by
the founder, Vincenzo Lancia.