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gto

This page is about the 1984–86 Group B racing car. For the 1962–63 GT racing car, see Ferrari 250 GTO.

Cloverleaf II/sandbox
Overview
Manufacturer	Ferrari
Powertrain
Transmission	5-speed manual

The Ferrari GTO (often referred to as Ferrari 288 GTO) is a sports car produced by Ferrari from 1984 through 1987. It was originally built to obtain homologation in the FIA Group B motorsport class, but it was never raced. The GTO designation is both a reference to —GT stands for Gran Turismo and O for Omologato, homologated in Italian—and a to the famous Ferrari 250 GTO. 

History

The Ferrari GTO was built to compete in the new Group B race series, where a minimum of 200 identical road cars were required to be built within 12 months for homologation. However, after the death of Henri Toivonen and his co-driver Sergio Cresto in the 1986 Tour de Corse, the FIA disestablished the class, leaving just the Group A Rally championship. As a result, the 288 GTO never raced and all 272 cars built remained purely road cars.

Some of the GTO's styling features were first displayed on a 308 GTB design exercise by Pininfarina shown at the 1977 Geneva Motor Show. This included the deep front spoiler, fender flares, rear lip spoiler, front lid radiator cooling louvers and quadruple driving lights.

Engine capacity was dictated by the FISA sporting regulations, requiring for a supercharged and turbocharged engine's capacity to be multiplied by 1.4. This gave the GTO's 2,855 cc V8 a nominal capacity of 3,997 cc, just under the 4.0-litre limit for the 1,100 kg minimum weight class.

After the mandated 200 road-going examples had been built, the GTO was given Group B homologation on 1 June 1985.

Specifications

The GTO was based on the mid-engine, rear wheel drive 308 GTB (which has a 3.0 litre V8 engine). The "288" refers to the GTO's 2.8 litre V8 engine as it used a de-bored (by 1 mm) V8 with twin IHI turbochargers, intercoolers, and Weber-Marelli fuel injection.

Engine and transmission

Unlike the 308's 2926 cc engine, the GTO's 2855 cc engine was mounted longitudinally, using the 308's rear trunk space. This was necessary to make room for the twin turbochargers and intercoolers. The racing transmission was mounted to the rear of the longitudinal engine, moving the rear differential and wheels aft. As a result the wheelbase was 110 mm (4.3 in) longer at 2,450 mm (96 in).

The 90º V8 engine had a bore and stroke of , and a compression ratio of 7.6:1. It had four belt-driven overhead camshafts and four valves per cylinder. Weber-Marelli supplied the IAW integrated electronic fuel injection and ignition system. The induction system comprised a IHI Corporation turbocharger per cylinder bank, a single wastegate valve—limiting boost pressure to a maximum of 0.9 bar (13.1 psi), and a pair of Behr air-to-air intercoolers. Maximum output was 400 PS (294 kW; 395 hp) at 7,000 rpm and 496 N⋅m (366 lb⋅ft) of torque at 3,800 rpm. Power was routed to the wheels through a two-plate dry clutch, a 5-speed transaxle transmission and a limited slip differential.

Body and chassis

The chassis was, in Ferrari tradition, a steel tube spaceframe (with integral roll-bar), supplemented by a reae subframe supporting the suspension and drivetrain. All body panels were of composite material, either fibreglass or fibreglass and Kevlar. Suspension was of the double wishbone type all around, with coaxial coil springs and Koni dampers, and anti-roll bars front and rear. The brakes were vented disks with four-piston calipers on all four corners. The flared wheelarches housed Goodyear NCT 225/50 VR 16 tires mounted on 8 x 16 inch three-piece Speedline magnesium alloy wheels at the front, and 255/50 VR 16 mounted on 10 x 16 inch wheels at the rear.

Performance

The GTO was an impressive performer, with 0-60 mph times in the upper 4 second range. Ferrari claimed 0-125 mph (201 km/h) in 15 seconds flat. Top speed was 189 mph (304 km/h), making it the first street-legal production car to reach 300 km/h (186 mph).

Test results by Road & Track:

• 0–30 mph (0–48 km/h): 2.3 s
• 0–50 mph (0–80 km/h): 4.1 s
• 0–60 mph (0–97 km/h): 5.0 s
• 0–70 mph (0–113 km/h): 6.2 s
• 0–80 mph (0–129 km/h): 7.7 s 
• 0–100 mph (0–161 km/h): 11.0 s
• 0–120 mph (0–193 km/h): 16.0 s
• Standing 1⁄4 mile (40,234 m): 14.1 s at 113 mph (182 km/h)
• Top speed: 179 mph (288 km/h)

The GTO had a fully appointed interior, with leather upholstery, electric windows and available air conditioning and radio. The two Kevlar-backed seats were covered in black total leather or black leather with orange-red Nomex cloth centres.

GTO Evoluzione

1987 Ferrari 288 GTO Evoluzione.

Ferrari also built five GTO Evoluzione models with more aggressive and aerodynamic body styling and increased power. The engine in the 288 GTO Evoluzione originally put out as much as 650 hp (480 kW). With weight of 940 kg (2,072 lb) the car had a top speed of 225 mph (362 km/h). These cars form the clearest visual link between the GTO and the F40 soon to follow.

All five are still in existence with one owned by the Factory on display in the engine manufacturing facility in Maranello.

Awards

In 2004, Sports Car International named this car number two on the list of Top Sports Cars of the 1980s, behind its German rival the Porsche 959.

Gallery

• 
  Rear view of a Ferrari 288 GTO
• 
• 
  Ferrari 288 GTO pictured in a Ferrari museum
• 
  Ferrari 288 GTO pictured in London

References

• Buckley, Martin; Rees, Chris (1998). World Encyclopedia of Cars. London: Anness Publishing. ISBN 1-84038-083-7.
• Sackey, Joe (2013). The Book of the Ferrari 288 GTO. Veloce Publishing. ISBN 1845842731.
• Ferrari 288 GTO at the Group B Rally Cars.

Autobianchi

Autobianchi

First series, 1966–69 (type 124 AC)

Fiat 124 Sport Coupé AC

• 1967  AC -  starts   000001 - #034513
• 1968  AC -          #034514 - #066279
• 1969  AC -          #066280 - #113869

The AC model began in 1967 and came with a 1438 cc twin cam, 4-speed gearbox (the option of a 5-speed item appearing in mid-'67), front and rear anti-roll bars and a torque tube rear axle. It featured a 120 mph speedo, three supplementary gauges, a faux wood steering wheel, a woodgrain dash and console top, as well as tail lights shared with the Lamborghini Espada and Iso Rivolta.

124 Sport Coupés were modern in chassis and engine design. Braking was via four 9" disc brakes with a front/rear weight-sensitive proportioning valve. It also had a sealed cooling system, viscous fan clutch and a toothed timing belt for the twin-cam motor, the first mass-produced engine to feature this instead of the usual chain-drive.

The torque-tube rear axle of the A series was replaced by a four-link rear axle with a Panhard rod in mid-'68, and remained the same throughout B and C models.

11ab

<noinclude> [[Category:Fiat Group timeline templates]] </noinclude>

Production

From 1960 to 1963 a total of 2,540 Giulietta T.I. were assembled by Car Distributors Assembly in East London, Eastern Cape for the South African market. The cars were shipped from Italy as complete knock-down kits.

Alfa Romeo Giulietta, production by year

Type	1954	1955	1956	1957	1958	1959	1960	1961	1962	1963	1964	1965	1954–65
Berlina		1,430	6,348	8,939	5,773	4,357	5,114	5,292	1,474	330			39,057
T.I.				1,268	9,948	10,599	17,019	20,705	16,445	11,499	5,244	1	92,728
Promiscua				1		71	19						91
Sprint	12	1,415	1,855	2,115	1,504	3,606	5,558	4,962	1,157	289	1,282	329	24,084
Sprint Veloce			252	458	401	363	539	884	261				3,158
Spider		1	1,007	2,048	1,552	1,773	3,893	2,744	1,182				14,200
Spider Veloce			18	32	835	368	1,203	270	70				2,796
Sprint Speciale				5	11	195	200	742	213				1,366
Sprint Zagato				1			61	112	36				210
Total	12	2,846	9,480	14,867	20,024	21,332	33,606	35,711	20,838	12,118	6,526	330	177,690

Models

Model	Chassis no. (LHD)	Engine no.	Displacement	Power	Number made	Years
Fulvia Coupé
Coupé	818.130 (.131)	818.130	1,216 cc	80 PS (59 kW) at 6,200 rpm	20,436	1965–69
		818.	1,230 cc	at 6,200 rpm
HF	818.140 (.141)	818.140	1,216 cc	88 PS (65 kW) at 6,200 rpm	435	1966–67
Rallye 1.3	818.330 (.331)	818.202	1,298 cc	87 PS (64 kW) at 6,200 rpm	17,850	1967–69
Rallye 1.3 HF	818.340 (.341)	818.342	1,298 cc	101 PS (74 kW) at 6,400 rpm	882	1967–69
Rallye 1.3 S	818.360 (.361)	818.303	1,298 cc	90 PS (66 kW) at 6,200 rpm	16,827	1968–70
1.6 HF	818.540 (.541)	818.540	1,584 cc	115 PS (85 kW) at 6,500 rpm	1,258	1969–70
1.6 HF S2	818.740 (.741)	818.540	1,584 cc	115 PS (85 kW) at 6,500 rpm	3,690	1970–73
1.3 S S2	818.630 (.631)	818.303	1,298 cc	90 PS (66 kW) at 6,200 rpm	45,216	1970–74
Montecarlo	818.630 (.631)	818.303	1,298 cc	90 PS (66 kW) at 6,200 rpm	4,440	1972–74
Coupé 3	818.630 (.631)	818.303	1,298 cc	90 PS (66 kW) at 6,200 rpm	25,334	1974–76
3 Montecarlo	818.630 (.631)	818.303	1,298 cc	90 PS (66 kW) at 6,200 rpm	2,529	1974–76
Safari	818.630 (.631)	818.303	1,298 cc	90 PS (66 kW) at 6,200 rpm	900	1974–76
Fulvia Sport
Sport	818.132 (.133)	818.130	1,216 cc	80 PS (59 kW) at 6,200 rpm	202	1965–67
Sport 1.3	818.332 (.333)	818.130	1,298 cc	87 PS (64 kW) at 6,200 rpm	1,602	1967–69
Sport 1.3 S	818.362 (.363)	818.303	1,298 cc	90 PS (66 kW) at 6,200 rpm	1,898	1968–70
Sport 1.3 S S2	818.650 (.651)	818.303	1,298 cc	90 PS (66 kW) at 6,200 rpm	2,600	1970–72
Sport 1600	818.750 (.751)	818.750	1,584;cc	114 PS (84 kW) at 6,000 rpm	800	1971–72

Engines

Engine	Displacement	C. ratio	Power	Torque
818.000	1,091.162 cc	7.8:1	58 PS (43 kW) at 5,770 rpm	82 N⋅m (60 lb⋅ft) at 4,000 rpm
818.100	1,091.162 cc	9.0:1	70 PS (51 kW) at 6,000 rpm	91 N⋅m (67 lb⋅ft) at 4,300 rpm
818.130	1,216.000 cc	9.0:1	77 PS (57 kW) at 6,000 rpm	100 N⋅m (74 lb⋅ft) at 4,300 rpm
818.140	1,216.000 cc	9.0:1	87 PS (64 kW) at 6,200 rpm	100 N⋅m (74 lb⋅ft) at 5,000 rpm
818.202	1,231.000 cc	9.0:1	77 PS (57 kW) at 6,000 rpm	100 N⋅m (74 lb⋅ft) at 4,300 rpm
818.282	1,199.060 cc	9.0:1	87 PS (64 kW) at 6,200 rpm	100 N⋅m (74 lb⋅ft) at 5,000 rpm
818.302	1,298.000 cc	9.0:1	87 PS (64 kW) at 6,000 rpm	108 N⋅m (80 lb⋅ft) at 4,600 rpm
818.303	1,298.000 cc	9.5:1	90 PS (66 kW) at 6,000 rpm	115 N⋅m (85 lb⋅ft) at 5,100 rpm
818.342	1,298.000 cc	10.5:1	100 PS (74 kW) at 6,000 rpm	125 N⋅m (92 lb⋅ft) at 5,100 rpm
818.54	1,584.300 cc	10.5:1	114.8 PS (84 kW) at 6,000 rpm	155 N⋅m (114 lb⋅ft) at 4,500 rpm
818.54 var. 1016	1,584.300 cc	11.5:1	135 PS (99 kW) at 6,500 rpm	150 N⋅m (111 lb⋅ft) at 5,500 rpm

Aurelia

• 1953-1957 Lancia Aurelia

Type	Displacement cc (cuin)	Bore x stroke mm (in)	Max. power PS (kW hp)	Years	Applications model (series)
B10	1,754 (107)	70.0 × 76.0 (2.8 × 3.0)	56 (41; 55) at 4,000 rpm	1950–53	Aurelia berlina B10 (I) Aurelia B50/B51 chassis (I)
B15	1,991 (121)	72.0 × 81.5 (2.8 × 3.2)	65 (48; 64) at 4,200 rpm	1952–53	Aurelia berlina B15 (I)
B21			70 (51; 69) at 4,500 rpm	1951–53	Aurelia berlina B21 (I) Aurelia B52/B53 chassis (I)
B20			75 (55; 74) at 4,500 rpm	1951–52	Aurelia B20 (I)
			80 (59; 79) at 4,700 rpm	1952–53	Aurelia B20 (II)
B12	2,226 (136)	75.0 × 85.5 (3.0 × 3.4)	87 (64; 86) at 4,300 rpm	1955–55	Aurelia berlina B12 (II) Aurelia B55 chassis (II)
B20	2,451 (150)	78.0 × 85.5 (3.1 × 3.4)	118 (87; 116) at 5,000 rpm	1953	Aurelia B20 (III)
				1954–55	Aurelia B20 (IV)
			110 (81; 108) at 5,000 rpm	1956–57	Aurelia B20 (V)
			112 (82; 110) at 5,000 rpm	1957–60	Aurelia B20 (VI)
B24			118 (87; 116) at 5,000 rpm	1955	Aurelia B24 Spider
			110 (81; 108) at 5,000 rpm	1956	Aurelia B24 Convertibile
			112 (82; 110) at 5,000 rpm	1957–58	Aurelia B24 Convertibile

Flaminia

Engine type	Displacement Bore × stroke	Power [PS (kW hp)]	Years	Applications
				Model	Type codes
813.00	2,458 cc 80.0 × 81.5 mm	102 (75; 101) at 4,800 rpm	1957–61	Flaminia berlina	813.00, 813.36
813.10		110 (81; 108) at 5,200 rpm	1961–63	Flaminia berlina	813.10, 813.11
813.12		140 (103; 138) at 5,600 rpm	1962	Flaminia berlina	813.12
823.00		119 (88; 117) at 5,100 rpm	1959–62	Flaminia coupé	823.00, 823.01
			1959–61	Flaminia sport	824.01, .02, .03
			1959–61	Flaminia GT convertibile	824.00, .01, .02, .03
823.02		128 (94; 126) at 5,600 rpm	1962–63	Flaminia coupé 3B	823.02, 823.03
823.10		140 (103; 138) at 5,600 rpm	1961–62	Flaminia sport	824.40
826.00	2,775 cc 85.0 × 81.5 mm	129 (95; 127) at 5,000 rpm	1963	Flaminia coupé	826.00
826.030		140 (103; 138) at 5,400 rpm	1963–64	Flaminia Coupé 3B	826.030, .031
826.100		150 (110; 148) at 5,400 rpm	1963–64	Flaminia Sport	826.132
		152 (112; 150) at 5,900 rpm	1961–62	Flaminia Convertibile	824.10, .11, .16
826.200		152 (112; 150) at 5,900 rpm	1964	Flaminia Supersport	826

Flaminia B

Model			Years	Engine type	Displacement Bore × stroke	Max. power [PS (kW hp)]
Name	Type code	Guide
Flaminia Berlina	813.00	LHD	1957–61	813.00	2,458 cc 80.0 × 81.5 mm	102 (75; 101) at 4,800 rpm
	813.01	LHD	1961–63	813.10		110 (81; 108) at 5,200 rpm
	813.02	RHD
Flaminia Coupé	823.00	LHD	1959–62	823.00		119 (88; 117) at 5,100 rpm
	823.01	RHD
Flaminia Gran Turismo	824.00	LHD	1959–61
Flaminia Sport	824.03	LHD	1959–61
Flaminia Convertibile	824.04	LHD	1959–61
Flaminia Coupé 3B	823.02	LHD	1959–62	823.02		128 (94; 126) at 5,600 rpm
	823.03	RHD
Flaminia Gran Turismo 3C	824.00	LHD	1959–61	823.10		140 (103; 138) at 5,600 rpm
Flaminia Sport 3C	824.03	LHD	1959–61
Flaminia Convertibile 3C	824.04	LHD	1959–61
Flaminia Berlina	826.000	LHD	1963–70	826.001	2,775 cc 85.0 × 81.5 mm	128 (94; 126) at 5,000 rpm
	826.001	RHD
Flaminia Coupé 3B	826.030	LHD	1963–67	826.030		150 (110; 148) at 5,400 rpm
	823.031	RHD
Flaminia Gran Turismo 3C	826.138	LHD		826.100		150 (110; 148) at 5,900 rpm
Flaminia Sport 3C	826.132	LHD
Flaminia Convertibile 3C	826.134	LHD
Flaminia Gran Turismo 2+2	826.140	LHD
Flaminia Super Sport	826.232	LHD		826.200		152 (112; 150) at 5,900 rpm

|- | 813.12 | 140 (103; 138) at 5,600 rpm || 1962 || Flaminia berlina || 813.12 |- |- | 823.02 | 128 (94; 126) at 5,600 rpm || 1962–63 || Flaminia coupé 3B || 823.02, 823.03 |- | 823.10 | 140 (103; 138) at 5,600 rpm || 1961–62 || Flaminia sport || 824.40

|- | 826.00 ||rowspan=5| 2,775 cc ||rowspan=5| 85.0 × 81.5 mm | 129 (95; 127) at 5,000 rpm || 1963 || Flaminia coupé || 826.00 |- | 826.030 | 140 (103; 138) at 5,400 rpm || 1963–64 || Flaminia Coupé 3B || 826.030, .031 |- |rowspan=2| 826.100 | 150 (110; 148) at 5,400 rpm || 1963–64 || Flaminia Sport || 826.132 |- | 152 (112; 150) at 5,900 rpm || 1961–62 || Flaminia Convertibile || 824.10, .11, .16 |- | 826.200 | 152 (112; 150) at 5,900 rpm || 1964 || Flaminia Supersport || 826 |}

History

Lancia 15/20 HP Beta Torpedo (1909)

Lancia production
1998–2013

Year	Cars
1998	175,215
1999	161,019
2000	170,348
2001	134,812
2002	110,529
2003	108,989
2004	118,201
2005	115,543
2006	122,956
2007	118,036
2008	113,307
2009	113,810
2010	97,757
2011	100,007
2012	98,733
2013	71,223

Foundation and early years

The via Ormea years, 1906–1910

Lancia e C. S.n.c. (società in nome collettivo, Italian legal form of general partnership) was founded on 29 November 1906 in Turin by two Fiat racing drivers, Vincenzo Lancia (1881–1937) and Claudio Fogolin (1872–1945). The company rented a workshop in via (street) Ormea, formerly occupied by Itala; in the following two years it would gradually be expanded to comprise an entire block. The first motor car, the "Tipo 51" or "12 HP" (later called "Alfa"), was built in 1907 and displayed in 1908 at the Turin Motor Show and produced up to 1908. It had a 2,543 cc four-cylinder engine with a power output of 28 hp. Three more models were built in the early via Ormea years: the 1908 6-cylinder 18HP (Dialfa), the 1909 4-cylinder, 3,120 cc 15/20HP (Beta) and the 1910 4-cylinder, 3,460 cc 20HP (Gamma). These early cars were positioned in the medium-high market segments, inbetween the two main categories of early Italian car manufacturing: the large displacement luxury cars and the diminutive voiturettes.

Early via Monginevro years, 1911–1914

1915 Lancia Theta with runabout body

On 14 January 1911 all Lancia manufacturing activities moved from via Ormea to the former factory of a defunct car manufacturer, Fides, located in via Monginevro, in the Borgo San Paolo district on the western outskirts of Turin. By 1914 Lancia employed 469 workers and finally a foundry had been built. Four models were built in the initial via Monginevro years, all with inline-four engines: the 1911 20-30HP (Delta), its evolution the 20-30HP (Epsilon), the 50HP (Eta), and the small 12HP (Zeta)—which proved unsuccessful, and was made only in a few dozen examples. Lancia also made its first military light truck chassis, the 1Z, which was supplied to the Royal Italian Army for use in Lybia during the Italo-Turkish War and continued to be built up to 1916. The first model truly met with commercial success was the Lancia 35 HP (Theta): between 1913 and 1918 there were 1,696 Thetas made—more than three times as much as its predecessor, the Eta. It was equipped with a 4,940 cc inline-four engine and a chassis based on these of the 1Z light truck; it was also the first European production car to feature a complete electrical system as standard equipment.

Wartime production, 1915–1918

At the outbreak of the First World War Lancia's was declared “Stabilimento Ausiliare di Guerra”, "Auxiliary War Factory”; production was diverted to the army's needs. Unlike other car manufacturers like Alfa Romeo or Isotta Fraschini, which diversified their activities entering the blooming arms and aircraft engines industry, Lancia's wartime production remained focused on the automotive sector. Lancia's own aero engines studies didn't progress past the prototype stage, but arguably provided precious experience which aided in the development of the postwar automotive V engines. In 1915 Lancia manufactured its first heavy truck, the Jota and short-wheelbase Djota, powered by the 4,940 cc engine from the Theta; the Jota proved fortunate and was made in a series of models without radical changes up to 1935. An armoured car was also built in cooperation with Ansaldo, on a strengthened Theta/1Z chassis again using the Theta engine; together with an improved type introduced in 1918, the Lancia 1ZM, it was the Army's main armoured vehicle throughout the war. Lancia's total wartime production amounted to around 3000 vehicles, the bulk of which were Jota trucks. During August 1918 Fogolin, Vincenzo Lancia's partner, retired from the company; the company's capital was split between the two co-founders.

Postwar, 1919–1922

Reconversion to peacetime production was easier for Lancia than for most other Italian manufacturers, burdened by cancelled orders and excessive production capacity. Immediately after the war demand for motor cars soared, especially for luxury types. At the 1919 Paris Motor Show Lancia displayed a new chassis with a powerful V12 engine, with a narrow 20° angle between the cylinder banks; despite being intended for production, it remained a single prototype. Lancia's first production narrow vee engine debuted later, in 1922, on the flagship Lancia Trikappa, fitted with a 4,594 cc 22° V8. Nevertheless the majority of postwar production remained based on developments of the proven 4,940 cc four-cylinder, which powered the 1919 Kappa (evolved from the Theta), its 1921 Dikappa sport variant, as well as the Trjota and Tetrajota trucks from 1921. With the Kappa Lancia adopted its Greek alphabet letter naming system, and all of the earlier models where renamed posthumously.

In Autumn 1922 at the Paris Motor Show debuted a pivotal car for Lancia, the Lambda. Its innovative design set the template for the Lancias of the following two decades: it featured a compact narrow vee, 2,120 cc 12° V4 engine, sliding pillar independent front suspension that incorporated the spring and hydraulic damper into a single unit, and most importantly unibody construction. The Lambda immediately became Lancia's bestseller, and between 1922 and 1931 around 13,000 were built in nine series.

In 1928 a new flagship was launched, the 4.0-litre V8 Dilambda, which went back to a separate frame made of stamped steel coachbuilders, as was customary for luxury cars at the time. For the same reason body on frame construction was chosen for the 1931 Lancia Astura and Artena. The two cars were closely related but set in different classes by their engines—a 2,605 cc (later 2,972 cc) V8 the former and a 1,924 cc V4 the latter. Development of the unitary body continued with the 1933 1,196 cc V4 Augusta, Lancia's luxury entry in the small car segment.

By the mid 1930s Lancia needed to expand its plants. A new factory was set up in 1937, located near Bozen, km from Turin. This seemigly irrational choiche was from pressure from the fascist government and institutions, who sought to industrialize and italianize the German-speaking region, only annexed in after the war.

Second Italo-Ethiopian War

Lancia Aprilia four wheel independent suspension, a wind tunnel-studied aerodynamic fastback body, and an aluminium cylinder block and oil pan, and hemispherical combustion chambers

In 1937, Vincenzo died of a heart attack and both his wife, Adele Miglietti Lancia, and his son, Gianni Lancia, took over control of the company. They persuaded Vittorio Jano to join as an engineer. Jano had already made a name for himself by designing various Alfa Romeo models, including some of its most successful race cars ever such as the 6C, P2 and P3.

Lancia is renowned in the automotive world for introducing cars with numerous innovations. These include the Theta of 1913, which was the first European production car to feature a complete electrical system as standard equipment. Lancia's first car adopting a monocoque chassis – the Lambda produced from 1922 to 1931 - featured 'Sliding Pillar' independent front suspension that incorporated the spring and hydraulic damper into a single unit (a feature that would be employed in subsequent Lancia's, up to the Appia that was replaced in 1963). 1948 saw the first 5 speed gearbox to be fitted to a production car (Series 3 Ardea). Lancia premiered the first full-production V6 engine, in the 1950 Aurelia, after earlier industry-leading experiments with V8 and V12 engine configurations. It was also the first manufacturer to produce a V4 engine. Other innovations involved the use of independent suspension in production cars (in an era where live axles where common practice for both the front and rear axles of a car) and rear transaxles, which were first fitted to the Aurelia and Flaminia range. This drive for innovation, constant quest for excellence, fixation of quality, complex construction processes and antiqued production machinery meant that all cars essentially had to be hand-made. With little commonality between the various models, the cost of production continued to increase extensively, while demand did not eventually affecting Lancia's viability.

Gianni Lancia, a graduate engineer was president of Lancia from 1947 to 1955. In 1956 the Pesenti family took over control of Lancia with Carlo Pesenti (1907–1984) in charge.

1969 to present

Fiat launched a take-over bid in October 1969 which was accepted by Lancia as the company was losing significant sums of money, with losses in 1969 being £20m. This was not the end of the distinctive Lancia marque, and new models in the 1970s such as the Stratos, Gamma and Beta served to prove that Fiat wished to preserve the image of the brand it had acquired.

During the 1970s and 1980s, Lancia had great success in rallying, winning many World Rally Championships.

During the 1980s, the company cooperated with Saab Automobile, with the Lancia Delta being sold as the Saab 600 in Sweden. The 1985 Lancia Thema also shared a platform with the Saab 9000, Fiat Croma and the Alfa Romeo 164. During the 1990s, all models were closely related to other Fiat models.

Starting from 1 February 2007, Fiat's automotive operations were reorganised. Fiat Auto became Fiat Group Automobiles S.p.A., Fiat S.p.A.'s branch handling mainstream automotive production. Simultaneously the current company, Lancia Automobiles S.p.A., was created from the pre-existing brand, and controlled 100% by FGA. In 2011, Lancia moved in a new direction and added new models manufactured by Chrysler and sold under the Lancia badge in many European markets. Conversely, Lancia built models began to be sold in right-hand drive markets under the Chrysler badge. In 2015 Lancia's parent company Fiat Group Automobiles S.p.A. became FCA Italy S.p.A., reflecting the earlier incorporation of Fiat S.p.A. into Fiat Chrysler Automobiles.

Alfa Lancia

In December 1986 Lancia and Alfa Romeo, just acquired by Fiat, were grouped into a single subsidiary, in order restructure and rationalize Fiat's two premium car manufacturers. This new entity, Alfa Lancia Industriale, was entirely controlled by Fiat Auto S.p.A.. First incorporated in Turin, its headquarters were almost immediately moved to Arese, Milan; it became operational on 1 January 1987. After five years, during 1992, Alfa Lancia Industriale was merged back into Fiat Auto, and Alfa Romeo and Lancia remained simple marques.

Bibliography

• Amatori, Franco; et al. (1992). Storia della Lancia — Impresa Tecnologie Mercati 1906–1969. Milan: Fabbri Editori.{{cite book}}: CS1 maint: ref duplicates default (link)