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  •   Martin Buckley reacted to this post about 3 years ago
    / #1973 / #1973-Lancia-Fulvia-Coupé-S2 / #Lancia-Fulvia-Coupé-S2 / #Lancia-Fulvia / #Lancia /

    For sale at Anglia Car Auctions, January 28,

    Why buy it? This lovely, straight Fulvia has covered around 70,000 miles in the hands of three owners – two Italian and one British – and the unusual Verde Cascine paint really suits its delicate lines. Recent rear brake calipers and only just MoT’d.

    Price estimate £10,000-£12,000
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  •   Antonio Ghini reacted to this post about 3 years ago
    LANCIA FULVIA COUPÉ 1.3S / #Lancia-Fulvia-Coupé-1.3S / #Lancia-Fulvia / #Lancia /

    Year of manufacture #1974
    Recorded mileage 94,810km
    Asking price £11,450
    Vendor Ace Classic Cars, Leeds, Yorkshire; tel: 0113 322 9000;

    Price £1856 (UK model)
    Max power 90bhp
    Max torque 84lb ft
    0-60mph 11.2 secs
    Top speed 106mph
    Mpg 34

    This Series II Coupé was imported from Italy in 2015, and remains astonishingly rust-free. It’s been resprayed, but the prep wasn’t the best; the finish is slightly orange-peeled in places and there are a couple of stone chips on the nose. The paint to the inner wings is original and near-perfect, however, with the tiniest amount of surface rust on the extremities of the scuttle. The floorpans are solid, as is the boot floor, though that has recently been refinished in thick black paint.

    The bonnet scoop trim has faded to white, with one small chunk missing, but the rest of the aluminium and stainless brightwork is good, with just a few small scratches on the front bumper and, curiously, a foglight let into the centre of the rear one. The grille and headlights are new as a result of the change to left-hand-dipping lamps. The wheels are recently fitted Cromodoras, shod with newish 185/70 Minerva radials and an older 165-section Michelin MX on the gold-painted steel spare. Inside, the seats are trimmed in a very Lancia wool cloth, which is slightly worn but holding up well. The Lancia-embroidered carpets are new, the veneer excellent (probably refinished) and there are two cracks in the dashboard top, one each side of the speaker grille. There are some minor dings in the dash rolls, although the clock still works.

    Under the bonnet, the small V4 is tidy rather than concours, with dark oil to ‘Max’ and the slightly rusty coolant full. It starts easily after a bit of a churn on an almost freezing day, with a nice fizzy exhaust note, and pulls well. The steering has plenty of feel and is play-free, all the synchros are strong and the brakes pull up straight though they squeal a lot. The coolant temperature hardly gets off the stop, and the oil pressure shows a just-over-halfway 40psi (out of a possible 70 maximum) while running. The left-hand-drive Fulvia will be sold with an MoT current until 21 September, as well as its old Italian logbooks.


    EXTERIOR Respray isn’t the finest standard, although there’s no corrosion
    INTERIOR Excellent, bar cracks in dash top
    MECHANICALS No issues; new front dampers
    VALUE ★★★★★★★✩✩✩

    For + Rot-free; drives nicely
    Against - Paintwork; mildly garish carpets and alloy wheels


    If you want a Fulvia, buy this on the quality of the bodyshell. Any other items are comparatively minimal and could be sorted fairly cheaply.
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  •   Adam Towler reacted to this post about 3 years ago

    Ken Rorrison’s #Lancia #Fulvia represents the fulfilment of a lifelong ambition, and is proof that dreams can come true… Dream HF owner’s tale. Ken Rorrison’s Lancia Fulvia represents the fulfilment of a lifelong ambition, and is proof that dreams can come true… Words: Daniel Bevis and images: Gary Hawkins.

    Lancia has always been one of those polarising brands, provoking sweaty palms and twinkly eyes from some enthusiasts, and a creeping sense of doom from others. It all depends on your perspective, really; if you’re the sort of person who grew up watching the spaceshiplike Stratos bouncing through gravelly forests, put your cross next to the Delta S4 in the Group B era, and then marvelled at the real-world ballistics of the Delta Integrale as the Italian Cosworth-beater of choice, you probably think of the marque rather fondly. If, conversely, you bought one of the illfated Lancia Betas in the 1980s and had it bought back from you by the company – who then crushed it - when they realised they’d been selling cars with rusty subframes, your perspective may be somewhat different. But on the whole, let’s assume that you, like us, are a dyed-in-the-wool petrolhead who treats the Lancia name with the reverence it deserves. You know that hackneyed old expression about how you’re not a true car enthusiast until you’ve owned an Alfa Romeo? Well, Lancia can be a few notches further up the scale of desirability for the discerning retro connoisseur.

    Ken Rorrison is one such connoisseur. The doting owner of this gleaming Series 2 Fulvia, his passion for the brand is no fleeting fancy, but stretches back across the generations to a time when these lithe, pert little Piedmontese sweethearts could be seen newly shimmering on Lancia’s forecourts. ‘I’ve been interested in motorsport since being taken to my first race meeting in #1969 at Ingliston, Edinburgh,’ Ken reminisces. ‘One of these early sporting excursions was to watch the Scottish Rally in Culbin forest in #1970 or 1971. For whatever reason, the competing #Lancia-Fulvia HFs fired my imagination…’ And this youthful hankering worked its way into his subconscious, a timed mine planted by Lancia to sit dormant for a few decades before being detonated remotely by the cackling Italians. ‘Thirty years later, a colleague mentioned that his brother was selling his Fulvia, so I thought I’d go and take a look. I was delighted to discover that it was an HF! I took it for a quick spin and it seemed to work, but I had no real idea of what I should be looking out for, took no advice, and bought it there and then.’ Well, yes, we can relate to that. It’s ever so easy to evangelise about rationality and logic in the car-buying process, but it’s not always possible to stop the heart ruling the head. Especially if you’ve had an on-and-off yearning for the model in question for thirty-odd years. It’s sometimes hard not to find yourself throwing your cash into the seller’s face, screaming ‘take it, take my money!’ and snatching the keys. All things considered, Ken demonstrated admirable restraint in actually taking the thing for a test-drive first…

    OK, so it wasn’t actually the biggest risk in the world. ‘It had been tested the previous year in Classic & Sports Car in a shootout against a Lotus Elan,’ Ken reveals. ‘It won the shootout, although that was written by a hugely biased Martin Buckley! So having bought it in fairly good shape, I drove it as it was for a couple of years, leaving it parked on the street outside my flat in central London. But 1970s Lancias and outside environments have never coexisted peacefully, so in 2004 I decided to have the bodywork properly restored.’ For reasons of time and ability, he chose to outsource this physical overhaul rather than tackling the project himself out on the street. Tasked with the beautification were Dave Scheldt and Terry Petit in Harrow, who have a proven history of Lancia-based smithery; indeed, Scheldt raced and rallied Fulvias in the 1970s, so he certainly knows his way around them. ‘It was stripped, and taken back to bare metal,’ says Ken. ‘Or, perhaps more accurately, barely metal! It resembled a set of lace curtains. All the evidence suggested that it had been the result of a late-‘eighties lash-up when classic car prices peaked and dealers could shift anything…’ Not the ideal scenario in which to find oneself, then, but it is important to know what you’re up against. And thankfully Ken’s a man of foresight and vision, and had been cunningly stockpiling new panels over the years in a scheme of impressive prescience. In his arsenal were an alloy bonnet, boot and doors, which neatly replaced the original steel panels and helped to save a bit of weight too. Serendipity in action. Once everything was shipshape and arrow straight, the next hurdle in the decision making marathon was which colour to finish it all in. ‘I didn’t want to go with the car’s original Saratoga White, or the clichéd 1980s Rosso Corsa that it was wearing when I bought it, because I wanted something a little different – something that would allow the car’s class and quality to speak for itself. In the end I settled on Lancia Blue, which nicely complements the Fulvia’s shape.’

    Of course, with this level of fastidiousness and attention to detail, you won’t be surprised to learn that the passion of this build is more than merely skin deep. Ken’s history with cars has always been one of tweaking and experimentation – back in his youth, he ported the head of his Sunbeam Stiletto with a power drill on the kitchen table – so yes, there are one or two racy treats hidden away beneath that pristine bonnet. The first thing to catch your eye is the trademark yellow HF valve cover, but if you flick your gaze to the driver’s side of the bay you’ll see a pair of Weber 45 DCOEs with their ram-pipes peeping skyward, bolted to the narrow-angle V4 on a Group 4 inlet manifold. Secreted within are a set of high compression pistons and Piper rally cams, with the whole lot ticking along under the watchful eye of a Lumenition electronic ignition setup. ‘Another trick was to rework the oil breather to the catch tank,’ Ken intimates, ‘as the standard Fulvia system breathes through the air filter!’ And speaking of breathing, the exhalation of spent gases is aided by a Group 4 exhaust manifold, which helps to give the revvy little motor a healthy, rasping bark. The standard Lancia five-speed ’box remains, but it’s mated to a Fiat Uno Turbo clutch, which adds a certain lightness and tactility to proceedings. Handling-wise, the guts of the car belie its standard road-car appearance. ‘Prior to the restoration I took the car to the bi-annual Lancia Motor Club trackdays at Goodwood and Castle Combe, which were my first tentative forays onto a race circuit,’ says Ken. ‘Following restoration I decided to augment the trackdays with some low-key competition, entering the ACSMC Sprint Championship.’ With this focus in mind, the Fulvia finds itself suspended by adjustable Konis, rebuilt leaf springs, and with a 19mm front anti-roll bar (somewhat thicker than the standard unit). The factory-fit Girling disc brakes do a solid job of hauling up the diminutive lightweight, but their effectiveness is bolstered by braided lines for improved pedal feel and EBC Green Stuff pads for a little extra bite.

    ‘No classic class existed when I first entered the Sprint Championship,’ Ken recalls, ‘so my ‘competition’ was 205 GTIs, Honda S2000s and a full-race Vauxhall Astra… with the inevitable results. Although I did pride myself on never coming last in three years! The bug had bitten, so having rejected the idea of converting the Fulvia into a full race car – it’s just too nice - I purchased a fully prepared Fulvia to compete in the HSCC ’70s Roadsports Championship, which I did for three years, winning the class in 2010. I currently compete in the same championship in an Alfa Romeo 2000GTV. But while these other cars come and go, the little blue Fulvia is definitely for keeps.’

    And it’s not all work, work, work. This gleaming Turinese poppet may be something of a terrier on the track, but that’s not to say that it’s compromised as a road car. Perching yourself in the driver’s seat transports you to a world of retro Italian craftsmanship; the standard HF seats have had their original vinyl replaced by sumptuous black leather, and your hands find themselves keenly gripping a sturdy wood-rimmed Momo steering wheel. (‘Completely out of period,’ Ken admits, ‘but it was on the car when I bought it, and it is a lovely wheel.’) A fi re extinguisher has been fitted because, well you know what they say about old Italian electrics – there’s no smoke without fi re. And keeping things honest in the rear is a half-cage. ‘I fitted that before competing in the Manx Classic in 2006,’ says Ken. ‘Driving on closed public roads in close proximity to stone walls brought on thoughts of mortality…’

    What we find, then, is the realisation of a dream. The yearning for a Fulvia harked across the decades, but having owned his dream car, his unicorn, for some time it became obvious that ‘a Fulvia’ wasn’t enough. What his heart ached for was ‘the Fulvia’, and it is the fulfilment of that desire that we see here today. It’s an ongoing process, and has been throughout his ownership – ‘the car’s been slowly upgraded and improved over time, as funds allowed,’ says Ken. ‘Tidying up the engine bay will be the next tranche of work’ – but this all ties in neatly to the overall ethos of the car. It’s a labour of love; a beautiful silhouette, affectionately brought back to better-than-new shape, and re-engineered to be both entertaining on the road and competitive on the track. So you can forget all of this tommyrot about fragility and inadequacy – this plucky little Fulvia is proof that Lancia truly could nail together a dream machine.

    SPECIFICATION #Lancia-Fulvia

    Engine: 1584cc V4, twin #Weber 45 DCOE carbs on Group 4 inlet manifold, high compression pistons, Piper rally cams, Lumenition electronic ignition, reworked oil breather to catch tank (standard car breathes through the air filter), Group 4 stainless steel exhaust manifold.

    Transmission: Standard Lancia 5-speed gearbox, Fiat Uno Turbo clutch.

    Suspension: Koni adjustable shocks, rebuilt leaf springs, 19mm front antiroll bar.

    Brakes: Standard discs all round, braided steel hoses, EBC Green Stuff pads.

    Wheels: Cromodora 6J alloys, Yokohama A309 60-profi le tyres. Interior: Re-upholstered standard HF seats in black leather, Willans harness, fire extinguisher, #MOMO wood rimmed steering wheel, half rollcage.

    Exterior: Alloy boot, bonnet & doors; bumpers removed.

    “But 1970s Lancias and outside environments have never coexisted peacefully, so in 2004 I decided to have the bodywork properly restored.”
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  •   Adam Towler reacted to this post about 3 years ago
    The #Lancia-Fulvia-Sport TEXT José Ricardo Gouveia | PICTURE Patrick Ernzen / #Lancia-Fulvia

    Following a partnership with large scrolls, Lancia entrusted Fulvia Zagato the model. The result was the creation of a small coupe borderless bold to half-tones: Either you love or you hate.

    Àsemelhança of what had happened to the Appia, Flavia and Flaminia, the #Lancia-Zagato gave the project to the most special of Fulvia: Sport. Presented in November 1965, the new model was strictly identical to the coupe in mechanical terms, except for the longer final drive ratio, allowing harness its low weight and greater aerodynamic efficiency. Like the Coupé, the Lancia Fulvia Sport had a roll bar behind and least one semi-elliptical blade on the rear suspension, while the brakes were four-wheel drive.

    The body of two volumes molded Peralluman, trade name of Aluminium 5083, had only a headlamp on each side was designated as 2 + 1 due to a back seat transverse position. The back door including the door and, as he does not catch, was equipped with a small electric motor, which allowed lift the door about four centimeters, enough to circulate the air inside when moving. Inside, the banks were also designed by Zagato, offering greater lateral support that banks applied in the remaining #Fulvia .


    The #Carrozzeria-Zagato was founded by #Ugo-Zagato , a master craftsman of aluminum workshop in Milan in 1920. His first work was for Fiat, but after the 50 already worked for brands such as Alfa Romeo and Lancia. Moreover, models like the Appia Zagato GTE Appia, Aurelia and Flaminia Sport 2500 became true style icons for the bodybuilder. In the 70s the work of Zagato could be seen not only in the body of the Lancia Fulvia Sport as well as the Beta Spider.

    Throughout his career, Fulvia Sport received all mechanical evolutions of the Coupé, adopting the engines 1.2, 1.3 and 1.3 S and the 1.6 engine in the second series, presented in 1970. The first major mechanical change he gave - if in 1967, with increased cylinder capacity of 1216cc V4 engine to 1231cc, without it translate into higher throughput. But, in 1967, the capacity increased to 1298 cc which made up the power for 87 horses at 6000 rpm, while it was slightly reduced engine angle. Early versions of Fulvia Sport 1.3 (about 700 units) kept the body in aluminium, but was later adopted one body in steel bonnet and doors in aluminium.

    In #1968 #Lancia returned to tamper with the 1.3 block by modifying her maximum speed of rotation, passing this to charge 93 horsepower at 6200 rpm, thanks to a higher compression ratio and the addition of an oil cooler. The 1.3s versions were normally equipped with servo.

    Looking ahead to the competitiveness of the model, Cesare Fiorio - responsible for Lancia's competition department - spurred the development of larger engines, being named as responsible engineer for modifications #Ettore-Zaccone Mina, who had also designed the engines of the D21 / 24 and D50 Formula 1. The new V4 engine 1.6, unveiled in 1970, had substantially modified, with a more acute angle and higher capacity. The compression ratio of 10.5: 1, larger and larger carburettors allowed radiator a power of 115 horsepower and a maximum speed of 190 kmh. In addition to the more powerful engine, the Sport 1600 came equipped as standard with electric windows.

    At the same time it was shown the new engine Lancia took advantage to slightly modify the model aspect, fully moulded body made of steel, and larger rear lights, creating the series 2 that, in addition to the 1.6-litres received mechanical changes in version 1.3 S, including a new five-speed gearbox.

    Thanks to the low weight, better drag coefficient and longer final drive ratio, the Fulvia Sport were faster and cheaper than the coupe version. Even Fulvia HF models, although lighter had performances - in particular, maximum speed - lower by almost 10 kmh to Sport. In 1972 the production of the models designed by Zagato drew to a close, having sold about 7078 units.


    Thanks to the constant evolution of the V4 block, Lancia was renewed cyclically the mechanics of Fulvia. The little 1.2L to 1,3l, through robust 1,6l, the engines of Fulvia Sport only require certain periodic maintenance and exchange of timely replacement material to remain in perfect working order.


    The transaxle transmission system does not usually show signs of wear or weakness affecting the car's behaviour, or could raise restoration. There is, however, to take into account the obvious signs of clutch wear (difficulty gear change, excessive noise when you press the pedal left pedal sinking) or noises from the shift selector.


    The first models to leave the #Zagato atelier had a body shaped into Peralluman, trade name of aluminium 5083. The panels were riveted or stapled to the monocoque while the headlight guards were moulded in chromed brass. With version 1.3, presented in 1967, the body began to be made of steel, with bonnet and doors in aluminium. From 1971, the Fulvia Sport 1.3s Series 2, the steel body now has all panels welded to the monocoque, which has increased the torsional rigidity of the model.

    Models with steel body are common signs of rust, at key points as the wheel arches, boot background, car bottom and around the frames of glasses. Also it is necessary to take into account the state of the aluminium elements, since this material is harder to work with than steel, not responding the same way to techniques used by "normal" beaters.


    Like the coupe, the Sport version of the Fulvia, the Lancia kept intact the elastic structure, that is, independent front suspension with unequal arms, transverse leaf spring, telescopic shock absorbers, and behind by rigid axle, semi-elliptical springs, Panhard rod, bar Telescopic shock absorbers and stabilizer. All moving parts should be checked on alignment and lubrication state. The dampers more kilometres above may need to be replaced, it is advisable to exchange them for a similar calibre. Likewise, the transverse leaf springs should be reviewed, and if they are bemused, exchanged by other. Ago, semielípticas springs should be targeted in a similar operation.


    The position of four discs and hydraulic system, Fulvia the braking system is extremely sturdy and effective. However, in cars with many kilometres or signs of neglect, maintenance should be done with attention to all circuit parameters: the pumps to piping, through the state of, shoes and inserts, all parts should be reviewed. In case of total restoration - advisable units with obvious wear - the exchange of the braking system tubes can - and should - be accompanied by the replacement of the normal fluid brake for a silicone fluid, more resistant to moisture and to pass of the time.


    Rack and pinion, the direction of Fulvia Sport can give problems if your shell start suffering from "animal of the plate," or start getting slack. In any case, a review of this element so important to enjoy the Fulvia should always be on the agenda.


    The electrical system should be reviewed carefully. Inspect the fuse box, looking for signs of excessive humidity and bad contacts, which can manifest in erratic behaviour of the gauges and some commands.


    Given the specificity of the model, the interior of Fulvia Sport may be a source of headaches. The availability of some of the pieces that make up the carrier finds a counterpoint in the absence of several parts, except in the used market. Pay particular attention to satellite commands to the steering column and a few buttons on the centre console. Seat upholstery are also hard to find new, being necessary to enlist the services of a good upholsterer - and similar tissue - to restore these elements.


    Built using excellent platform Fulvia Coupé, the Sport model combines a great handling through bends with an enviable aesthetics. Probably the best front-wheel drive ever made by Lancia, the Zagato version is the most collectible, especially the first versions, with a body shaped aluminium.
    While classic, this is a model for understanding where some traps "the Italian" may give some headaches during restoration. Worth pondering the purchase as well.

    Like other Fulvia Coupé, the Fulvia Sport was using the engines of 1.2, 1.3 and 1.6-liter V4 disposal. In our country, in 1973, the Fulvia Sport 1.3 cost 178 thousand.

    Tips & Market

    Prices provided by Berto Ricambi. Does not include shipping costs.
    Basket of parts
    Useful links
    Windshield € 435.72
    Symbol "Fulvia" dash for € 30.75
    Emblem "Z" side € 46.74
    Brake pump € 405.75
    Brake fluid deposit € 104.55
    Set of hand brake shoes (to 1969) € 73.80
    Disc rear brake (1970-76) € 138.38
    Carburetor repair kit Solex 35 (Fulvia 1300) € 47.97
    Game trumpets for Solex carburetors 35 € 215.25
    Gearbox gaiter € 43.30
    Gear switch back € 68.88
    Central bar direction (1971-76) € 49.67
    Damper € 108.24
    Clutch Kit € 275.45
    Electronic distributor € 342.92
    Water pump € 196.80
    Chrysler Lancia Portugal (
    Berto Ricambi (
    Lancia Fulvia Club Trento (
    HF Squadra Corse (
    Lancia Fulvia Club (
    Lancia Fulvia Forum Amici (
    Lancia Club Nederland (
    Viva Lancia (
    Italian Cars Club Squadra Fulvia (
    Via Fulvia (
    Fulvia Coupe Team Berlin (
    Fulvia & Flavia IG (
    Lancia Club Deutschland (
    Lancia Club Vincenzo (
    HF Ricambi (
    Gruppo Ricambi Bielstein (
    Emporio Ricambi (
    KFZ-Meisterbetrieb Franz Heilmeier (
    Martin Willems (
    Vincenzo Lancia Classic Service (
    Omicron Engineering Ltd. (

    Alternatives in the domestic market
    Alfa Romeo Giulia Junior Z - 215 (1973)
    Years of production 1969-1975
    Total production in 1108 copies
    Displacement / power 1290cc / 86cv
    Top speed 175 kmh
    Share price (100%) 35 000 euros
    Strengths Design Zagato
    Weaknesses Body Corrosion

    Fiat 124 Sport Coupe - 87 (1968)
    Years of production 1966-1975
    Total production 280 000 copies
    Displacement / power 1438cc / 90cv
    Top speed 170 kmh
    Share price (100%) 8500 euros
    Strengths aesthetic elegance
    Weaknesses Body Corrosion

    Lotus Elan FHC 164 - (1969)
    Years of production from 1962 to 1974
    Total production 8700 copies
    Displacement / power 1558cc / 106cv
    Top speed 185 kmh
    Share price (100%) 36 500 euros
    Aesthetics strengths and benefits
    Weaknesses rarity and fragility

    Being a Fulvia, the bodywork by Zagato model is quite nice to drive. Specific parts such as headlights or wings are rare

    Sharing many of the mechanical and aesthetic elements of the remaining Fulvia family, the Sport has the specific signature Zagato bodywork with its main feature differentiating. The interior is lined with good quality materials.

    Lancia Fulvia Sport
    Use 3
    Maintenance 4
    Reliability 5
    Valuation 5

    Buy it now! #Lancia-Fulvia-Sport-Zagato € Model Years of production #1965 - #1972 Total production 7078 Strengths original aesthetic benefits Behavior Weaknesses high Rarity Quotation Quotation Corrosion Model 100 1.3% S € 18,500.
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