Lancia Fulvia

Sport/ Zagato

1966 LANCIA FULVIA SPORT VIN 818.132*001476 RHD COMPLETE SKIN OFF REBUILD INTO GR5 HILL CLIMB / CIRCUIT RACER
CURRENTLY STILL LICENSED IN THE UK
According to the info we found on this early aluminum skinned Lancia Fulvia Sport the car was when new sold in Australia by LAMBDA MOTOR in Sydney being a RHD version. The original cristal rear window comes with the car and still wears the advertisement of that company.
After several years of use in Australia the car was then bought by mr Jeremy Hall who shipped her to the UK before using her in several long distance rallies through Europe.
With the car come the original FIA and HSCC papers and documents showing some of her history. Also with the car come the original registration papers of her UK license that is still the same WLC 536 X as when she was used by mr Hall. No MOT at the moment.
Since the car was in a very sorry state when she came to our workshop many years ago we had to take her apart to the last detail - including the removal of her aluminum skin from the steel substructure.
Of the steel structure only the upper sections could be re- used: mounted to our jig the complete floor and both sills were cut out and replaced by correct pattern new floor panels. The sills were then reconstructed using thicker steel panels that were further strengthened by contour pressings of the lightening holes.

To mimic the drilling as used in the original factory racingcars an exact copy was made of the panels as in the original Competizione number 001909 that was present in our workshop in that period.
Although Lancia only had 27 Competizione cars build by Zagato in the era already then many privateers converted their stradale Fulvia Sports into Competizione versions for the then popular hill climb races. Some did so with the help of Zagato workers, others created their own versions.
As in the early seventies many rear wheel drive race cars used ever wider tyres also the front wheel drive pilots used these to keep up with the agressive looks of the competitors.
This way some cars ran under the so called prototype or Gr5 rules with hand made aluminum wheelarch extensions much wider than those used by Zagato on the factory cars. The 8J rims on this car do improve the roadholding under power and make the wheelarches belong to the shape as created by Ercole Spada for Zagato.
During the rebuild - that included sandblasting the steel inner structure and having her primed and painted grey in all sections - the repaired skin was mounted back on using sufficient isolation material to keep the two metals separated. Still all visible inner sections of the skin are bare to keep the overall weight as low as possible. For this reason also the frame of the rear window - on adjustable stands for ventilation - was recreated in aluminum over the original steel support frame. As an extra even the bootlid for the spare wheel opening has been copied from the original in aluminum only. Into this very light body polycarbonate windows were mounted apart from the original cristal front screen. Only one longer wiper is used to clean her.
To allow sufficient air to cool the powerful engine the front received two triangular additional openings under the maze radiator grill as was fashionable since the class win in the 24 hours of Daytona. For long distance racing the double headlight set up as used in the States - with the hand made plexi covers - and door roundel lights were mounted using original Carrello light units.
This by origin right hand drive car has been converted to left hand drive using all original Lancia parts. None of the openings on the right side have been closed in such a way that the conversion cannot be undone. As common with these spec cars the steering houses were replaced by longer type Flavia units resulting in less Left to Right turns. Of the Flavia also the stronger stabilizer rods were used for better road holding.
For safety reasons the standard one-shaft steering column was replaced by a three sections safety device housed in the top end of the standard first series outer column. It's position is moved slightly to the center of the car just as was done to the mounting points of the single race seat. This adjusted positioning of the pilot creates extra space between the helmet and the Appendix K correct 6 point
roll over cage that sits bolted on the stiffened sections of the sills and the boot floor. Between the rear legs and behind the rear bench bar sits an 80 liter aluminium sponge filled fuel tank. It's filler cap exits the body on the left hand side.

All period correct VDO gauges and a Veglia rev counter are mounted in a new stronger steel dash facia that has a deeper aluminum cover clothed in black leather look material. All wiring was renewed in the correct colors as used by Lancia. The battery sits on the right side of the rear bench enclosed in an aluminum box.
Lancia Fulvia Sports left the factory with a 1296 cc 818.302 engine fueled by two Solex C35 PHH double choke horizontal carburettors. Contrare to the Fulvia Coupé the
Sports were mainly used in hill climb racing under sponsorship of the Jolly Club organisation.
Soon many well known and local tuners started changing the specs of these engines - often by overboring the cylinders to reach the illegal 1400 cc content. Some also started using wider 40 mm Weber DCOE or Dellorto DHLA carburettors mounted to the most weird looking inlet- manifolds. In the Prototype class - as during the 24 hours race in Daytona - the cars were used with the first experimental 1600 cc engines.
Most users also experimented with exhausts ending under one of the sills. For this car we have therefor produced a 4into1 spaghetti exhaust manifold that connects to a side pipe silencer for max fun.
To comply with stricter DB rules a more conventional Gr4 inox exhaust with a double silencer set comes with the car that ends at the regular rear.

This remarkable car has so far only been used for tests of various engines on the rolling road and the Zandvoort Circuit. We can imagine the car will be used in the future in events such as the Bernina Hill Climb, the Silverflag in Italy or similar races. Since she is in almost every aspect a copy of the Competizione as used by Lancia in the 24 hours races in Daytona and Sebring we can imagine race organisers like these will allow her to compete.
Her widened track with the 8J rims that sit on 1 inch spacers can easily be brought back to the standard width using 6J rims directly mounted to the hubs. Because of the difference in off set of these rims the overall look will not change notably.
With the car comes an extra set of 8J rims. The current tyres are for show purpose only.
At this moment we have three freshly build - and already tested - engines in stock that can meet the needs of a future owner/pilot:
A high compression 818.302 unit with 1400 cc, C35 PHH Solex carbs as standard with a tested output of 121.2 Hp at 6687 rpm / 149.9 Nm at 4860 rpm
or
A high compression 818.302 unit with 1604 cc, 40 mm Weber DCOE carbs, with a tested output of 136,9 Hp at 5183 rpm / 201.8 Nm at 4246 rpm
or
A high compression 818.540 unit with 1584 cc, 45 mm Weber DCOE carbs, with a tested output of 149.0 Hp at 6410 rpm / 176.0 Nm at 5178 rpm
Depending on the intended use - within FIA homologation rules / outside any rules / under Prototype rules - the car can be delivered to the owner ready to use with one of these new engines mated to the 5 speed gearbox type 818.740 installed now.
Selling price: 82.500 euro, privat sale