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CONTENTS |
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|
HISTORY OF THE FULVIA |
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In the history of Lancia and its
models, a very special place will always be reserved for the Fulvia, a car of
extraordinary vitality which has not only given rise to a long series of
successful versions and which has not only linked its name with an interminable
sequence of sporting successes, but which also was the model of which the
greatest number of units has been built during the course of the first 65
years of Lancia’s existence. |
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The spring of 1963 saw the introduction of the first Fulvia Berlina, designed by Antonio Fessia and intended to
replace the never-to-be forgotten Appia in the small-medium engine range.
Except for its engine and its size, its general structure was reminiscent of
the Flavia. Lancia having been decidedly orientated to front wheel drive
(which was proving to be so successful on the Flavia), the new “mini” Lancia
did retain the positioning of the final drive/engine, the same type of
suspension and the braking equipment of the Flavia. With an obviously shorter
wheelbase, the track dimensions were identical to the Flavia. By doing so it
was possible to standardise many components including the constant velocity
joints, the drive shafts to the wheels and also the back axle.
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On the other hand the design of the
engine was completely new, although it followed in the Lancia tradition: a
narrow V4 engine with twin overhead camshaft. Furthermore, the crank case,
cylinder head and sump were cast in aluminium with a cast iron block and the
crankshaft supported on three main bearings. Therefore, it had nothing in
common with the four-cylinder Appia engine, except for the capacity of
approximately 1100 cc.
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The Fulvia Berlina had a very
distinctive luxury styling even though the rather angular design of the rear
was the subject of much debate. Exceptional care was taken with the interior
trim and fittings, instrumentation - all perfectly in line with the Lancia
style. For as long as the car was in production, the Fulvia was certainly the
most elegant and refined modest capacity compact saloon being built in
Europe. Furthermore, 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 bhp),
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 kph) and was very
economical to run: 9 litres of fuel per 100 km.
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The Fulvia Berlina immediately
enjoyed an outstanding commercial success, although when it was introduced,
the symptoms of the economic crisis which for almost 2 years retarded Italian expansion following a long period
of prosperity, were already being felt.
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In the autumn of '64 at the Turin
Motor Show, along with the first version, the Fulvia Berlina 2C was introduced. It had a more highly powered engine, two twin
choke carburetors, new intake and exhaust manifolds, 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 bhp at 6000 rpm, while the maximum torque
was 9.4 kgm at 4300 rpm.
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The Fulvia Berlina 2C also offered
other mechanical improvements: improved gear box and final drive ratios, so
that the maximum speeds in the individual gears were increased. Furthermore,
a new type of clutch control, of the flexible mechanical type instead of
using the rigid linkage; the steering was higher 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. |
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Less than a year later, in the spring
of '65, the Fulvia Coupe was presented at the Geneva motorshow - a car
that was to enjoy a future of exceptional brightness and success. An
ultramodern aesthetic approach, slender and graceful lines, a bright cockpit
(two plus two seating) were the features immediately visible. To improve the
handling, the wheelbase was 150mm shortened compared to the Berlina whilst
the suspension layout remained unchanged other than the addition of a rear
anti-roll bar and 1 leaf fewer in the rear springs. The main changes were
under the bonnet - the engine capacity was raised to 1216cc and 1st, 2nd and
4th gear ratios were modified. |
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In November '65, the Fulvia Sport version was introduced at the Turin motorshow.
This model, designed by Italian coachbuilder Zagato, had the same mechanics
as the standard Coupe but with a lighter aluminium and more profiled body and
a different final drive ratio (resulting in higher gearing). While sharing
the Coupe's excellent road holding, the better aerodynamics and lower weight
made the Sport even livelier on the road and achieve better performance
whilst saving on fuel. |
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At the start of '66, logical
evolution of the Fulvia Coupe gave rise to the Fulvia HF
version, designed mainly to compete in rallies and speed trials. The engine
output was raised to 88 bhp at 6200 rpm. Unchanged in its styling with
respect to the standard Coupe, the body of the HF was structurally modified
by the adoption of a light alloy (peralluman) for the doors, boot lid and
bonnet. Through using the lighter peralluman, plexiglass windows and through
the absence of bumpers, the weight was cut to 825 kg without in any case
affecting the ruggedness of the car. Externally the HF had a yellow and blue
(colours of the city of Turin) stripe running across the bonnet, roof and
boot of the car. Thus started the long and very happy sporting career of the
Fulvia HF. |
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After the excellent successes of the
1216cc engine, in '67 this unit was also used
for the saloon, which became the Fulvia GT (80
bhp, 152 kph), while at the same time also the other sports versions of the
Fulvia underwent an updating by virtue of which the engine capacities were
increased. The Coupe was now offered in 2 versions - the Fulvia Coupe's
engine was changed from 1216cc to 1231cc (whilst also the narrow angle V was
changed slightly) but the power output remained unchanged. However, this new
engine configuration allowed Lancia to increase the bore of the engine,
resulting in a new engine of 1298cc. This engine gave birth to the better
performing Fulvia Coupe
Rallye 1.3 (85 bhp at
6000rpm, 168 kph), the Coupe HF became the Fulvia Rallye 1.3 HF (101 bhp at 6400 rpm, 168 kph) and the Sport was restyled to
become the Fulvia Sport 1.3 (85 bhp, 176 kph), still with the Zagato body.
In competitions, the red HF Coupes really started to shine. Both the Coupe
1.3 and the Sport 1.3 were tested by the American magazine "Road & Track" and their comments were: |
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"The best front
wheel drive cars we've ever driven, with a very high level of adhesion to the
road, outstandingly light steering and a supple ride. In summary, The are
both absolutley delightful to drive". |
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In '68, the Coupe and Sport versions
once again were upgraded and became respectively the Fulvia Coupe 1.3S & Fulvia
Sport 1.3S, with an engine
developing 93 bhp and a speed of
respectively 177 kph and well over 180 kph.
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The last member of the Fulvia family
was launched at the Turin Motor Show of '68, the definitive sporting
development of the Fulvia, the “polyvalent” motor car per excellence - the Fulvia 1.6 HF. The 1.6 engine (actually 1584 cc, with bore and
stroke of 92 x 75 mm) developed 115
bhp (in other words 72.6 bhp per litre) at 6000 rpm; subsequently, in special
race- prepared models, it did in fact reach 158 bhp. Further refined in
comparison with the earlier Coupe 1.3 HF, and especially equipped for
rallies, it reached 200 kph. Of the more splendid victories of the 1.6 HF, we
will confine ourselves to mentioning the triumph of Sandro Munari and Mario
Mannucci in the 1972 Montecarlo
Rally. |
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But the career of the Fulvia and its
versions was still not over. In '69, Lancia launched the second series Fulvias. The berlina received a newly styled body and
more harmonious distribution of volume, a longer wheel base (2500 mm), better
accessibility to the back seats (which were now also wider), a redesigned
dash board, iodine head lights, an electrically operated fan automatically
operated by thermo contacts, a floor mounted gear shift leaver, vacuum servo
brakes. Furthermore: the 1298 cc engine was developing 85 bhp at 6000 rpm,
maximum torque 11.3 kgm at 4500 rpm, and an alternator was incorporated in
the electrical system. The top speed rose to 142 kph in top and 118 in third.
This new Fulvia was to remain in production throughout 1972, with further
improvements (including the 5-speed gear box) until it was replaced by the
Beta saloon. |
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