Lancia Fulvia Coupe

The Lancia Fulvia is an Italian car introduced at the Geneva Motor Show in 1963 by Lancia. It was produced by that company through 1976. Fulvias are notable for their role in automobile racing history, including winning the International Rally Championship in 1972.^[1] On testing it in 1967, Road & Track summed up the Fulvia as "a precision motorcar, an engineering tour de force".

Models

The Fulvia was available in three variants:- 'Berlina' (4 door saloon) 'Coupe' and 'Sport' an alternative coupe designed and built by Zagato on the Coupe floorpan.

• Berlina - A compact four-door saloon introduced in 1963 with 1098 cc engine producing 58 bhp (43 kW) at 5800 rpm.
• Berlina 2C - An updated Berlina launched late 1963 with 71 bhp (53 kW) engine fitted with twin Solex carburettors. The body-shell also had revised front subframe mountings.
• Berlina GT - Introduced in 1967 with the 1216 cc or 1231 cc engine producing 80 bhp (60 kW) at 6000 rpm and 1199 cc 79 bhp (59 kW) for Greece.
• Berlina GTE - Introduced in 1968 with a new 1298 cc (818.302) engine with 87 bhp (65 kW) at 6000 rpm. In addition the brakes were uprated with a brake servo.
• Berlina 'S2 - Series 2 introduced for 1969 with the 1298 cc (and 1199 cc engine for Greece) and restyled body with a longer wheelbase.
• Berlina 'S2 - Berlina Series 2 update introduced 1970 with the 1298 cc (818.302) engine and 5-speed gearbox. Larger Girling calipers and pads replaced the Dunlop system fitted to 1st series cars.
• Coupe - A compact two-door introduced in 1965, designed in-house by Piero Castagnero. the coupe uses a 150 mm (5.9 in) shorter wheelbase along with the larger (1216 cc) or 1231 cc engine producing 80 bhp (60 kW) at 6000 rpm.
• Coupe HF - A competition version of the coupe introduced later in 1965, fitted with a tuned version of the 1216 cc engine producing 88 bhp (66 kW) at 6000 rpm, and fitted with aluminium bonnet, doors and bootlid together with plexiglass side and rear windows.
• Rallye 1.3 HF - An updated HF with a new 1298 cc engine with 101 bhp (75 kW) at 6400 rpm..
• Rallye 1.3 - An updated coupe with the 1298 cc (818.302) engine with 87 hp (65 kW) at 6000 rpm.
• Rallye 1.3S - An updated Rallye 1.3 with a new 1298 cc (818.303) engine producing 92 hp (69 kW) at 6000 rpm.
• Rallye 1.6 HF - The evolution of Rallye 1.3 HF with a 1584 cc engine producing 115 hp (86 kW) at 6000 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.
• Rallye 1.6 HF Variante 1016 - The most-powerful Fulvia with a 1584 cc engine producing up to132 hp (98 kW) depending on tune. This was the version used by the works rally team until 1974, when it was superseded in competition by the Stratos.
• Coupe 1.3s - 2nd Series - Face-lifted body and new 5 speed gearbox with 1298 cc (818.303) engine producing 90 hp (67 kW) at 6000 rpm. Larger Girling calipers and pads replaced the Dunlop system fitted to 1st series cars.
• Coupe 1600HF - 2nd Series - Face-lifted all steel body with 1584 cc engine producing 115 hp (86 kW) at 6000 rpm. The body work was changed from the standard 1.3 Coupe to incorporate 'flared' wheel arches (replacing the extensions used on 1st series HFs). 'Lusso' versions had extra trim and were fitted with bumpers and were mostly produced for export.
• Coupe 1.3s Montecarlo - Replica of 1972 Montecarlo Rally works car livery with 1298 cc producing 90 hp (67 kW) at 6000 rpm. This version used the 1600HF bodyshell and interior fittings (bucket seats etc.), fitted with front fog lamps and no bumbers; but were fitted with the standard 4.5J steel wheels of the standard 1.3 Coupe.
• Coupe 1.3s Safari - A special edition of the standard Coupe with 4.5J light alloy wheels, special trim and exterior badges.
• Coupe Fulvia 3 - Updated Coupe introduced 1974 with a new design of seats incorporating headrests and new white faced instrument dials with an updated range of trim colours, materials and options. Mechanically the same as the earlier 1.3s S2 Coupes except for the addition of emission control on the solex carburettors.
• Sport - a 2-seat Zagato rebody of Coupe with aluminium bodyshell and 1216 cc engine.
• Sport 1.3 - An updated Sport with 1298 cc (818.302) engine producing 87 hp (65 kW) at 6000 rpm. Early versions still have all aluminium bodyshells (700 were produced with both 1216 cc & 1298 cc engines), but later ones were fitted with steel bodyshells with an aluminium bonnet and doors.
• Sport 1.3s - An updated Sport 1.3 with 1298 cc (818.303) engine producing 92 hp (69 kW) at 6000 rpm. These Sports were normally fitted with brake servos.
• Sport 1.3s 2nd series - An updated Sport 1.3 with 5 speed gearbox. Very early versions of these Series 2 cars were fitted with Series 1 'type' bodyshells with a separate spare wheel-hatch and smaller rear lights and aluminium bonnet and doors. Later versions have all steel bodyshells and no spare wheel hatch, and larger rear lights.
• Sport 1600 - An updated Sport with 1584 cc engine producing 115 hp (86 kW). This version had electric front windows and was the fastest production Fulvia produced, with a top speed of 118 mph (190 km/h).

The Fulvia saloon was updated for 1969 with a 20 mm (0.8 in) longer wheelbase, new styling, and an updated interior. The Fulvia Coupe and Sport were updated in mechanics and styling in 1970.

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 solid axle with a panhard rod and leaf springs was used in back. Four wheel Dunlop disc brakes were fitted to 1st series Fulvias. With the introduction of the 2nd 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

One element that was new was the narrow-angle V4 engine. Designed by Zaccone Mina, it used a narrow angle (12°53'28") and was mounted well forward at a 45° angle. The engine is a DOHC design with a one camshaft operating all intake valves and another operating all exhaust valves. The very narrow angle of the cylinders allowed for use of a single cylinder head.
Displacement began at just 1091 cc with 58 bhp (44 kW) with a 72 mm bore and 67 mm stroke. A higher (9.0:1) compression ratio and the fitment of twin Solex carburettors raised power to 71 bhp (53 kW) soon after.
The engine was bored to 6 mm to enlarge displacement to 1216 cc for the HF model. This, and some tuning, raised output to 80 to 88 bhp (60 to 66 kW).
The engine was re-engineered with a slightly narrower bank angle (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 (65 kW) at 6000 rpm and was fitted to 1st series Coupes, Sports and Berlina GTE and later to the 2nd Series Berlina. The Type 818.303 was first produced with 92 hp (69 kW) and was fitted to the 1st series Coupe Rallye S and Sport S. For the 2nd Series Coupe and Sport power was slightly reduced to 90 hp (67 kW) 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 (11°20' now) and 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 bhp (85 to 98 kW) depending on tune.
Info provided by Wikipedia.

Lancia Delta Integrale

Delta Integrale definitively deserves its place on top 100 most beautiful cars ever.The Lancia Delta is a small family car produced by Italian automaker Lancia with the first generation being produced between 1979 and 1994, the second generation running from 1993 until 1999, and the third generation Delta entering production in 2008. It was first shown in Frankfurt Motor Show in 1979.^[1] The Delta is best known for its World Rally Championship career in the late 1980s and early 1990s, when it dominated rallying. As they were obliged to by the regulations, Lancia offered road-going versions of these competition cars — the Lancia Delta HF4WD and Integrale - 5000 of each variant having to be produced before the car could enter competition.^{[citation needed]} In fact, Lancia sold 44,296 Integrales.

Integrale 8v

Lancia designed the HF Integrale to incorporate the advanced technical features of the Delta HF 4WD, and to address its shortcomings as a rally car. The result is a stylish, luxurious yet utterly practical five door hatchback with impeccable road manners, but capable of a blistering 0–100 km/h (0–62 mph) acceleration in just 6.6 seconds and a maximum speed of 133 mph (214 km/h).
At the heart of the 8-valve HF Integrale is a 2-litre 4-cylinder fuel injected twin cam engine, fitted with contra-rotating balancing shafts. This version incorporated the following improvements over the HF 4WD: New valves, valve seats and water pump, larger water and oil radiators, more powerful cooling fan and bigger air cleaner. A larger capacity Garrett T3 turbocharger with improved air flow and bigger inter-cooler to aid volumetric efficiency, together with revised settings for the electronic injection/ignition control unit and a knock sensor, boost power output to 185 bhp (DIN) (136 kW) at 5300 rpm and maximum torque of 31 m·kgf (304 N·m, 224 lbf·ft) at 3500 rpm.

The HF Integrale transmission systems incorporates permanent 4-wheel drive, a front transversely mounted engine and five-speed gearbox. An epicyclic centre differential normally splits the torque 56 per cent to the front axle, 44 per cent to the rear. However a noiseless, fully automatic Ferguson viscous coupling balances the torque split to give the optimal division between front and rear axles depending on road conditions and tyre grip. The Torsen rear differential further divides the torque delivered to each rear wheel according to grip available. By using the interaction between a worm screw and helical gear (movement is transmitted from screw to gear only) the Torsen system ensures that the wheel with less weight or grip receives less torque and therefore maintains traction. A free floating front differential completes the system to ensure maximum traction even at speed on adverse road surfaces. A shorter final drive ratio (3.111 instead of 2.944 on the HF 4WD) is used to match the larger 6.5x15 wheels to give 24 mph/1000 rpm (39 km/h per 1000 rpm) in fifth gear.Both braking and suspension were uprated to match the HF Integrale's increased performance. The ventilated front discs were increased in diameter to 284 mm (11.2 in), improved friction coefficient pads were fitted to the rear brakes. A larger brake master cylinder and servo lessened pedal effort for quicker response and reduced the risk of overheating in even the most demanding situations. The all round independent suspension features new front springs, dampers and front struts.To match the mechanical improvements and higher performance, Lancia gave the HF Integrale a new, more purposeful look while retaining all the practical advantages of the five door body shell. Immediately noticeable are the rounded, bulged wheel arches housing the wider section 195/55 VR tyres on 15-inch 6J alloy wheels. A new bonnet incorporated air louvres while the restyled bumpers wrapped around to meet the wheel arches at front and rear. The front bumper, now wider, incorporates air intakes to assist engine cooling, and houses rectangular auxiliary driving lights, that complement the twin circular headlights. The side skirts are faired into the wheel arches at front and rear and carry "Delta HF Integrale" badges to complement those on grille and rear hatch. The twin rear view mirrors are finished in body colour.

Integrale 16v

Despite the fact that the 8v Integrale had dominated the 1988 World Rally Championship, Lancia knew that further development, and particularly more power, was needed to keep the car competitive with newer rivals. Accordingly, the 16v Integrale was developed, and made a winning debut on the 1989 San Remo Rally.

The new car was identifiable from its predecessor by the raised centre of the bonnet to accommodate the new 16 valve engine. The other exterior changes visible were; wider wheels and tyres and new identity badges front and rear. The torque split was changed to 47% front and 53% rear, to give the car better handling characteristics. The 16 valve integrale was published in 1989 Geneva Motorshow.^[2]
The turbocharged 2-litre Lancia 16v engine is already a powerful, refined performer, but was further developed for the Integrale 16v. Generating 200 bhp (149 kW) at 5500 rpm, it can take the car to a maximum speed of 137 mph (220 km/h) and get it from 0–100 km/h (0-62 mph) in 5.5  seconds. Larger injectors provide higher power output and efficient exploitation of the fuel feed at high engine speeds. The response of a Garrett T3 turbocharger is immediate, thanks to the reduced inertia of the turbine. A highly efficient intercooler provides the driver with more power and greater reliability. The new over-boost system uses a proportional electrovalve, to give a lift to engine torque: 220 lbf·ft (298 N·m) at 3000 rpm. All these improvements make the road-going version of the Integrale 16v a spirited, reliable and inherently safe car. The engine can also run on unleaded fuel without modification.

Integrale Evoluzione

The first Evoluzione cars were built at the end of 1991 and through 1992. These were to be the final homologation cars for the Lancia Rally Team; the Catalytic Evoluzione II (below) was never rallied by the factory.
In order to improve the handling, the Evoluzione I had a wider track front and rear than earlier Deltas.^[1] In order to enclose this track in the bodywork, the wide arches were extended even further and in the process also became more rounded. The wings were now made in a single pressing, whereas previously they had been fabricated. The front strut top mounts were also raised in height in the quest for more grip: this then necessitated a front strut brace to control the forces thus generated.
External changes included: new grilles in the front bumper to improve the air intake for engine compartment cooling; a redesigned bonnet (hood) with new lateral air slats to further assist underbonnet ventilation; an adjustable roof spoiler above the tailgate to assist in competition and to emphasise the cars sporty lines; new five-bolt (stud) wheels derived from the rally cars (stronger than the previous design); and finally, the rear of the car was changed with only one exhaust pipe now showing.

• No changes to the tried and trusted chassis configuration: MacPherson-type independent suspension at front with lower wishbones;
• anti-roll bar;
• segmented dampers with a brace between the strut tops;
• MacPherson-type independent suspension at rear with transverse rods;
• longitudinal transversal reaction struts;
• disc brakes on all wheels, with double piston calipers at the front;
• floating calipers at the rear;
• split crossover hydraulic circuit with power brake and brake power modulator on rear wheels;
• Bosch ABS as standard;
• rack and pinion steering with servo assistance;

The new Integrale retained the four wheel drive layout: an epicyclic centre diff with torque splitter (47% to front, 53% to rear), Ferguson viscous coupling and Torsen rear differential.
The engine, although technically the same as the earlier 16V cars, was remapped to give 210 bhp (157 kW) at 5750 rpm in order to compensate for the slight increase in weight and increased frontal area. This kept the performance figures virtually unchanged.

The above improvements were aimed at, and did change, the cars' handling potential, with the new car being able to travel 5–6% faster over rally sections both tarmac and gravel. The result was even greater driver confidence when driving in normal road conditions.
Interior trim was now Grey Alcantara as standard, covering the same Recaro seats as fitted to the earlier 16V cars; leather and air conditioning were offered as options. The interior was finished with a new anotomic grip gear lever and leather-covered Momo steering wheel.
A number of Evoluzione I cars and 16V Integrale were built to meet Swiss regulations and were consequently equipped with an 8-valve engine complete with catalytic converter, producing 177 PS (185PS with overboost). The Swiss Lancia dealer network offered an upgrade of 200Ps with full warranty for the 8-valve engine, up to 260PS with a reduced warranty.

Integrale Evoluzione II

Presented in June 1993, the second Evolution version of the Delta HF Integrale featured an updated version of the 2-litre 16-valve turbo engine to produce more power, as well as a three-way catalyst and Lambda probe. The addition of the catalyst did not penalise performance.^[2] Indeed, the Evoluzione II produced more power and torque than its predecessor, the Evoluzione I. That's because Lancia added a series of technical improvements which may be summed up as follows:
A Marelli integrated engine control system with an 8 MHz clock frequency which incorporates:

• timed sequential multipoint injection;
• self-adapting injection times;
• automatic idling control;
• engine protection strategies depending on the temperature of intaken air;
• Mapped ignition with two double outlet coils;
• Three-way catalyst and pre-catalyst with lambda probe (oxygen sensor) on the turbine outlet link;
• Anti-evaporation system with air line for canister flushing optimised for the turboengine;
• New Garrett turbocharger: water-cooled with boost-drive management i.e. boost controlled by feedback from the central control unit on the basis of revs/throttle angle, mapping designed for ultra-progressive response to acceleration;
• Knock control by engine block sensor and new signal handling software that acted simultaneously on spark advance, fuel quantity injected and turbocharging;

The basic engine structure remained unchanged:

• twin counter-rotating balancer shafts;
• light alloy cylinder heads;
• twin overhead camshafts driven by toothed belt;
• four valves per cylinder;

The engine developed a maximum power output of 215 PS (158 kW) DIN (against 210 PS on the earlier uncatalysed version) and maximum torque of 32 kgf·m (314 N·m) (formerly 31 kgf·m or 300 N·m).
In order to underline the even more advanced engineering and performance of the 1993 version, the new Integrale was also given a cosmetic and functional facelift.
Briefly:

• new 16" light alloy rims with 205/45 ZR 16 tyres for better brake cooling and enhanced dynamic vehicle behaviour especially in lateral roadholding terms;
• body colour roof moulding to underline the connection between the roof and the Solar control windows;
• red-painted cylinder head;

Inside:

• new leather-covered three-spoke MOMO steering wheel;
• standard Recaro seats upholstered in beige Alcantara with diagonal stitching;

The sporty look of the new Delta was highlighted by an aluminium fuel cap and air-intake grilles on the front mudguards designed to increase airflow.

Performance

Performance of the first generation models:^{[2], [3]}

Model	Year	Displacement		Power				Torque			Accel. 0–100 km/h,s	Top speed
		cc	cu in	PS	kW	hp	@ rpm	N·m	ft·lbf	@ r/min		km/h	mph
1.1 (Greece only)		1,116	68.1	64	47	63	5800	85	63	3500	—	—	—
1.3		1,301	79.4	75	55	74	5800	105	77	3500	15.0	160	99
1.5		1,498	91.4	85	63	84	5800	123	91	3500	12.5	161	100
1.6 GT		1,585	96.7	105	77	104	5800	136	100	3300	10.0	180	112
1.6 GT.i.e		1,585	96.7	108	79	107	5900	137	101	3500	9.8	+185	115
1.6 HF Turbo	1984	1,585	96.7	130	96	128	5600	191	141	3700		195	121
1.6 HF Turbo	1985	1,585	96.7	140	103	138	5500	191	141	3500	8.7	203	126
HF4WD	1986	1,995	121.7	165	121	163	5500	285	210	2750	7.8	208	129
HF Integrale 8v	1987	1,995	121.7	185	136	182	5300	304	224	2500	6.6	215	134
HF integrale 16V	1989	1,995	121.7	200	147	197	5500	298	220	3000	5.7	220	137
HF integrale "Evo1"	1991	1,995	121.7	210	154	207		300	221		5.7	220	137
HF integrale "Evo2"[4]	1993	1,995	121.7	215	158	212	5750	314	232	2500	5.7	220	137
1.9 TD		1,929	117.7	80	59	79	4200	172	127	2400	13.8	170	106

I personally want to thank Wikipedia for all the support and informations.http://en.wikipedia.org/wiki/Lancia_Delta

Ferrari tries stopping the production of Lancia Stratos !!!

Lancia Stratos was going to be produced in a limited number but Ferrari stopped production and the comeback was delayed.Ferrari refused to give its approval for the new Lancia to be build with Ferrari parts even after the boss of Ferrari did a test drive with Lancia Stratos and had only praised it but the disaster has happened and the legends comeback is delayed.The 40 clients have been notified that the manufacturer is forced to orient itself to other suppliers for parts.