CONTENTS

HISTORY OF THE APPIA

Once the Aurelia had been successfully introduced in 1950, Lancia set to work on a new car destined to replace the Ardea in the medium-light weight range. The Ardea  had been a very popular car on account of its lively performance and exceptionally low running costs, but by this time it had inevitably begun to feel the effects of old age. Planning had started soon after 1935 and the car had, in fact, been marketed for the first time a few months before the outbreak of World War II. During the war, production of the Ardea had been suspended, and although the factory had the car coming off the line again alongside the Aprilia as soon as hostilities were over, it eventually became apparent that the continual improvements made to the car on the introduction of each of the four new series could not altogether compensate for the rather cramped body and the small 903cc engine. Both the times and the customers’ tastes were changing, and it was clear that the Ardea would ultimately have to be replaced.

In 1950 Gianni Lancia, then head of the concern, asked Vittorio Jano and his right hand man Battista Falchetto, to put their project team to work on a one litre car with a roomier, more modern body.

The body itself, still chassis based, began to assume its final shape right form the very earliest design stages. Styling was similar to the Aurelia, with a rounded shield type radiator grille and a slightly concave curve at the rear end. The wheelbase was fixed at 2.48, slightly longer than the Ardea (2.44).

During the early experimental stages the engine size was the same as the 903cc Ardea (65x68), but technically speaking it was very different form its predecessor although it did in fact inherit the narrow ten degree V cylinder layout; the sloping valves were opened and shut by pushrods and rockers operated by two camshafts, which in turn were driven by silent chain with a patented automatic, hydraulic tensioner. The aluminium cylinder head had inserted valve seats and hemispherical combustion chambers.

Given the small amount of space available between the cylinders, it was decided to use a crankshaft with only two end bearings. This decision was further justified by the fact that the low compression ratio would not subject the bearings to too much strain. It goes without saying that a great deal of time and effort was spent in designing and balancing the crankshaft itself to obviate any possibility of flexing at high engine speeds. Some development difficulties were experienced with the location of the pushrods and of the bolts fixing the head to the crankcase.

After early bench testing, it was decided to boost engine capacity by increasing the stroke, thus having dimensions 65 to 72 to give 955cc. Later a perfectly square engine was tried with a bore and stroke of 68x68 to give 987 cc. At the beginning of 1953, the definitive cubic capacity was adopted: 1090 cc, with bore and stroke of 68 to 75 mm. With compression ratio of 7.4 to 1, power output was 38  HP at 4400 rpm, and maximum torque of 7.2 mkg was delivered at 3000 rpm. Plugs were neatly positioned at the centre of the V formed by each row of cylinders.

Front wheel independent suspension was in the classic Lancia tradition – transverse axle with vertical pillars containing coil springs and hydraulic shock absorbers inside the springs. However, travel and flexibility had both been improved in comparison to the ardea, and wheel-road reaction had been reduced by improving the steering joints. The steering box itself was of the helicodial sector type with a worm and roller mechanism and a ratio of 4/48. Right hand drive was standard but left hand drive was available on request. Rear suspension consisted of semi-elliptic, asymmetrical leaf springs with hydraulic, telescopic shock absorbers.

The four speed gearbox in unit construction with the engine was of the conventional type with a secondary shaft and constant mesh worm gears. Second, third and fourth gears were synchronised and ratios were as follows: 3.912: 1 – 2.176: 1 – 1.418:1 – 1: 1; reverse 5.583: 1.  The shift lever on the steering column had first and second gears away form the driver, while third and fourth were towards him. The propeller shaft had two flexible end couplings; back axle was 41/9.

The car was baptised 'Appia’ in accordance with the Lancia custom of calling their cars after roads bearing names of Roman consuls. Other main design features included the use of an inverted type solex 30-32 BI carburettor, coil ignition, forced lubrication ( capacity, 3.5 litres) water cooling, with pump, thermostat at the radiator inlet, and radiator blinds automatically regulated by the thermostat.  Front and rear wheel tracks were respectively 1178 and 1182 millimetres, and tyres measured 155-15.  Brakes were of the hydraulic type with 23xm diameter drums and a total braking surface of 890 square centimetres; the hand brake operated on the rear wheels.  Turning circle was 9.70 metres.  Twelve volt electrics comprised a 130 Watt dynamo, and a 38 A/h battery.  The petrol tank was at the rear, with a capacity of 38 litres and a mechanical supply pump.

Length of the series I Appia was 3.865 metres, width 1.42, height 1.422, ground clearance 16 cm.  Dry weight was 860kg.  Top speed was 120kph; fuel consumption was given as 8 litres for 100 kilometres and the car could face a maximum gradient of 29%.

The Appia received a most enthusiastic reception when it was first presented to the public at the Turin show in 1953.  A luxury eleven hundred with the Lancia hallmark was bound to find a market, and the Appia’s combination of luxury and performance with relatively low running costs quickly swept the car to success.  The luxury plus performance plus economy formula which had first introduced with the Ardea now met with still further recognition.  Appia sales soared, minor teething troubles were quickly set to rights and the car set out on a production run that was to last ten years and provide an outstanding triumph for the factory.  The success of the model was still further increased on introduction of the second series in 1956, when Antonio Fessia took over as Lancia Technical director.  Both mechanical and styling changes were introduced with a view to improving performance and comfort as well as giving the car a more modern line.

The compression ratio was brought down from 7.4 – 1 to 7.2 – 1, and a new head was used with valve stems of equal lengths and new springs.  The cooling system was improved, combustion chambers were now perfectly hemispherical, pistons were redesigned and plugs were made more accessible.  The cam profile was altered and a Solex C 32 BIC replaced the former 30 – 325 BI.  Power output was now up to 43 hp at 4800 rpm, and maximum torque at 3.000 rpm was increased to 7.8 mkg.  The wheelbase was lengthened by three centimetres and the tail of the car was cleverly redesigned to give a much improved appearance and a bigger luggage compartment.  Apart from helping to improve the Appia’s looks, the longer wheelbase had a positive effect on the car’s straight line stability and considerably reduced any tendency to suffer from the effects of strong side winds.  Another important innovation was the use of stainless steel for the bumpers, door handles and body trim.

First, second and third gear ratios were changed to 3.912: 1; 2.175: 1 and 1.417: 1 and selector positions on the steering column lever were changed to conform with general international practice.  Back axle ratio was not 9/38, left hand drive replaced right hand drive as standard, and a slightly decreased steering ratio of 4/51 was introduced.  Last but not least, aluminium drums with cast iron backing were introduced on the front wheels.  The second series Appia also benefited from considerable internal improvements; there was more leg room, a bench front seat with an adjustable back, a redesigned facia and a new instrument panel with twin dials.  Top speed was now up to 128 kph.

Introduction of the second series considerably boosted sales of the Appia.  The changes made, both in styling and mechanics, did much to underline the solid, intrinsic virtues of the car, and its strength and reliability were further confirmed in 1958, when the motor magazine ‘Quattoruote’ submitted the Appia to a non stop drive of 162.000 km at an average speed of 70.468 kph.  The route chosen for the test was Rome-Florence-Bologna-Padua-Bescua-Milan-Bologna-Ancona-Pescara-L’Aquila-Rome, and the Appia’s total mileage over this route was a hundred times greater than the distance covered by a competitor in the Mille Miglia.  The little Lancia came through it all with flying colours, and not once in the course of the whole gruelling run did it give the slightest mechanical bother.

Several special versions were introduced along with the second series, including the Pininfarina Coupe, Vignale’s Cabriolet and Cabriolet de luxe and the Zagato GT Coupe.  All these cards were fitted with a higher compression engine, which together with carburation changes gave a maximum output of 53 hp and a top speed of 145 kph.  The Zagato Coupe, which was lighter and more aerodynamic, could reach 150 kph and was also available with a still more highly tuned engine, giving 60 hp and a maximum speed of 170 kph.

The third series of the Appia was introduced at the Geneva show in 1959.  The most obvious change was the replacement of the traditional, shield type radiator grille by a more modern, horizontal version which allowed a lowering of the whole frontal area, and by bringing the bonnet line down also made for improved visibility.  Another, minor styling change consisted in the fitting of more prominent rear bumpers.  Internally, a new door trim was introduced, various other detail modifications were made, and the front seat was lowered by two centimetres.  With the compression ratio increased to 7.8: 1, maximum power was up again to 48 hp at 5200 rpm.  There were minor modifications to the timing system, the cylinder head and the cooling system and rear axle ratio was now 11/46 to compensate for the smaller wheels and the 155 – 14 tyres.  Braking was also notably improved by the introduction of double overlap drums at the front and an auxiliary braking circuit (Lancia patent).  Top speed of the new third series Appia was 132 kph.

Altogether the Appia was in production for ten years, and after a rather troubled childhood and a regular, prosperous middle age, the car finally ended its life in a blaze of glory.  The last car, chassis number 103.601 came off the assembly line in via Monginevro on the 27th of April 1963.  There are still tens of thousands in circulation, and with its clean, aristocratic looks, its lively performance and excellent handling characteristics, the Appia is still a very long way from being outdated. With its silent and incredibly durable engine, the attractive Appia has now become one of the legendary Lancias.  It’s outstanding reliability, its looks, its low petrol consumption and its lively performance won many honours for the car in rallies, concours d’elegance, economy runs and road racing.  The long list of these Appia successes is kept at the Lancia headquarters among the most important records of the period, a period that was perhaps not easy but one in which difficulties were overcome by technical progress and new production methods.

The total numbers of all models produced is listed below (Source - Don Cross).

* An additional 13 bare chassis were delivered for coach building

812.00 (LHD) - 1001, 1002, 1004, 1007, 1009, 1011, 1012

812.01 (RHD) - 1003, 1005, 1008, 1009, 1010

SPECIALS AND LIMITED EDITIONS

A substantial number of specials were made of which the most common are shown below - either they were conceived as a "workhorse" or as a styling exercise. Note all Appia coupes featured left hand steering and floor mounted gear levers, where the berlinas were made both in left hand and right hand drive and had gear levers mounted on the steering column. The Appia coupe also had separate front seats as opposed to the bench seats in the berlinas

1.

Autolettiga or ambulance van

Based on the 1st series, slightly higher overall weight. Room for 1 stratcher and an attendant.

2.

Furgoncino or box van

Based on the 1st  and 2nd series

3.

Camioncino or pick up

Based on the 1st  and 2nd series

4.

Appia Zagato GT & GTS  (S2 based)

The styling of the Zagato GT & GTS was changed considerably during its production. Since Zagato made these cars by hand, customers could specify modifications and as a result many cars had special nose sections to reduce drag. Only the first thirty production cars had rear fins and double-bubble roofs; after that these elements disappeared.

5.

Appia Zagato GTE  (S2 based)

The Appia GTE had a completely revised body compared to the original GT. It now had clear lines uncluttered by fins, trim or humps. In front the headlights were recessed further into the fenders and covered by larger plastic fairings; the grill was smaller and larger indicator lights were placed under the headlights. The car showed a stretched, streamlined shape which stressed its ambition as a performance car.

6.

Appia Zagato GTE  (S3 based)

The GTE was produced on the same chassis as the GT only for a few months; in March 1959 the design was carried over to the Appia S3 chassis, again similar to the new platform used for the Pininfarina coupe and Vignale convertible.

7.

Appia Zagato GT (S3 based)

Zagato made a few last adjustments to the GTE. The "E" in the model name was dropped. Externally the original door handles, which fitted flush with the door's surface and extended themselves at a push of a button behind them, were replaced by more common fixed handles with push-button locks. This version was made up to September 1962.

8.

Appia Zagato Sport (S3 based)

At the same time as the Appia GT appeared, the Appia Sport was introduced. This was a short wheelbase version of the GTE with a flattened front, normally placed headlights, side indicator lights placed behind the front wheels and a rounded-off rear. Measurements were reduced and weight went down to 820 kg. Top speed remained at 160 kph however. Production of the Appia Sport was continued until March 1963.

9.

Appia Vignale Spyder (S2 based) &

Appia Vignale Convertible (S2 & S3 based)

Michelotti restyled the Lusso into a 2 seater spyder, resembling the Pininfarina coupe and using the same chassis and engine. In September 1958 the car was modified into a 2+2 convertible. Measurements remained the same. The Appia S2 convertible was replaced by the S3 convertible, which looked more or less identical but with the same mechanical upgrades as the S3 berlina.

10.

Appia Vignale Lusso  (S3 based)

It basically was a convertible with a metal hardtop welded on. The Lusso, though also distributed by Lancia, was regarded as a special offering by Vignale. Production of the Appia S3 Lusso ended after less than 2 years in June 1961 but still 477 were made, slightly less than half the number of Pininfarina coupes made in a total of 6 years...

11.

Appia Pininfarina Coupe (S2 based)

Roof section often finished in a contrasting color to the body and looked like a hardtop. Early versions even had chromed caps on the base point of the roof pillars behind the doors to suggest hinges of a convertible top. It used the modified Appia chassis with 53 hp and floor shift. It was longer and lower than the berlina but it was a 2+2. It weighed 950 kg and top speed was 143 kph.

12.

Appia Pininfarina Coupe (S3 based)

Very similar to the S2 coupe, but there were differences: new, larger rear light clusters which lost their angular shape. Starting in early 1960 side indicator lights were added to the front fenders following new regulations. Mechanical upgrades were the same as in the third series berlina. Measurements, performance and weight were more or less identical to the series 2.

13.

Appia Viotti Coupe (S3 based)

Pininfarina did not have the capacity to meet the demand so the production of the coupe was outsourced to Carrozzeria Viotti, which already made the Giardinetta station car version of the Appia. The Viotti coupes were nearly identical to the ones made by Pininfarina but, obviously, lacked the Pininfarina emblem on the front fenders

14.

Appia Viotta Giardinetta (S3 based)

* The exact range of chassis numbers is unknown but falls between the numbers indicated

APPIAS IN NEW ZEALAND

New Zealand currently only has 2 Appias - 1 second series and 1 third series. Both are in dire need of restoration.

YEAR & SERIES

1957 APPIA 2ND SERIES

COLOUR

White

INTERIOR

Grey

RHD/LHD

RHD

ORIGIN

Imported from Italy (Florence), december 1964

NUMBER OF NZ OWNERS

2

CONDITION

Under restoration

MODIFICATIONS

?

CURRENT OWNER

Robin le Roy

YEAR & SERIES

1960 APPIA 3RD SERIES

COLOUR

Grey

INTERIOR

Grey

RHD/LHD

RHD

ORIGIN

Imported from South Africa, april 1964

NUMBER OF NZ OWNERS

4

CONDITION

Will be scrapped

CURRENT OWNER

Robin le Roy

LITERATURE

LANCIA ARDEA E APPIA

Giorgio Nada Editore

Italian - 1991

Albert Baker - Sergio Puttini

colour - 96 pages

ISBN 978-88-7911-058-7

TECHNICAL SPECIFICATIONS

1ST SERIES (saloon only)

Engine

Type

Narrow angle (10 degrees) V4

Capacity

1090cc

Bore x Stroke

68 x 75mm

Max power/rpm

38bhp/4800

Max torque/rpm

7.2kgfm/3000

Compression ratio

7.4:1

Carburettor

Solex 30 Bi single downdraught

Transmission

Rear wheel drive, 4 speed manual, non synchronised 1st speed

Front suspension

Sliding pillar

Rear suspension

Live/semi elliptic springs

Brakes

4 wheel hydraulic operation

Wheel type and size

Steel 4 1/2 J 15

Tyres

155/15

Dimension

Wheelbase

2480mm

Front track

1178mm

Rear track

1182mm

Length

3865mm

Width

1420mm

Height

1422mm

Kerb weight

820kg

Maximum speed

120kph

2ND SERIES (saloon only)

(changes to 1st series saloon indicated in red)

Engine

Type

Narrow angle (10 degrees) V4

Capacity

1090cc

Bore x Stroke

68 x 75mm

Max power/rpm

43.5bhp/4800

Max torque/rpm

7.2kgfm/3000

Compression ratio

7.8:1

Carburettor

Solex 32 PBIC single downdraught

Transmission

Rear wheel drive, 4 speed manual, non synchronised 1st speed

Front suspension

Sliding pillar

Rear suspension

Live/semi elliptic springs

Brakes

4 wheel hydraulic operation

Wheel type and size

Steel 4 1/2 J 15

Tyres

155/15

Dimension

Wheelbase

2510mm

Front track

1178mm

Rear track

1182mm

Length

4010mm

Width

1485mm

Height

1405mm

Kerb weight

900kg

Maximum speed

128kph

3RD SERIES (saloon only)

(changes to 2nd series saloon indicated in red)

Engine

Type

Narrow angle (10 degrees) V4

Capacity

1090cc

Bore x Stroke

68 x 75mm

Max power/rpm

48bhp/4900

Max torque/rpm

8.7kgfm/3000

Compression ratio

7.8:1

Carburettor

Solex 32 PBIC single downdraught

Transmission

Rear wheel drive, 4 speed manual, non synchronised 1st speed

Front suspension

Sliding pillar

Rear suspension

Live/semi elliptic springs

Brakes

4 wheel hydraulic operation

Wheel type and size

Steel 4 1/2 J 14

Tyres

155/14

Dimension

Wheelbase

2510mm

Front track

1180mm

Rear track

1182mm

Length

4020mm

Width

1480mm

Height

1450mm

Kerb weight

920kg

Maximum speed

132kph