With the third series the capacity went up from 2,170 cc to 2,370; for the fifth series it was increased further to 2,570 cc. With each power increase maximum speed naturally advanced so that the later versions were capable of 78/80 mph. Braking improved as the car developed and the Lambda remained to the end of its career one of the fleetest machines for getting a journey completed. More than its above average performance, however, was the manner of its performing.

Towards the end of the Lambda's successful run a limited number of cars were turned out with conventional chassis for mounting the then fashionable Weymann fabric saloon. Few seem to have survived, but Lambdas of all series are prized by vintage enthusiasts; some have been skilfully cut and shortened, although our own taste leans strongly in the direction of a well-maintained "as catalogued" specimen.

Visitors to the 1929 Paris motor show saw the Dilambdas make its first appearance. It fully maintained Lancia's reputation for technical advance and bold thinking. Surprisingly, the Turin engineers reverted to the chassis; but Lancia considered this preferable for a large cOar.capable of carrying luxurious coachwork. The actual chassis frame anticipated the line of development, for it had deep boxed-in side members and and a stiff cruciform member amidships through the centre of which the propeller shaft passed. The frame was very stiff torsional at the front, and the famous sliding post IFS was naturally incorporated. The two side members were united at the rear by the fuel tank, which also functioned as a very stiff tubular cross member.

A narrow-angie (24 deg) V8 engine of 80 mm by 100 mm was provided and this also had an overhead camshaft to actuate the sixteen parallel valves, through rockers. Com­pression ratio was leaso~ably high at 5.35 to 1 and the four­litre motor developed 100 bhp at 4,000 rpm. The .Dilambda had such novelties for that date as a thermostat in the cooling system, a Bijur foot-operated central chassis lubrication pump, and a liberal use of Silentbloc bushes in the suspension and elsewhere: 

The Dilambda was pricey and only 1,685 were produced before it was withdrawn in 1932. It was a good car, notably . so in the 10 ft 9 in wheelbase form. About 700 cars were built with a wheelbase of about 11 ft 4 in.

Smaller cars

Vincenzo Lancia and his. associates appreciated around 1930 that smaller, less expensive cars would have better sales prospects in the future. Accordingly, they introduced two new designs for the 1931 shows. Clearly, the engineers of the Lancia works were coming around to the view that in the increasingly competitive world of motorcar manufacture a change of policy to make for more economical production was desirable. Thus the two new models were virtually the

same mechanically apart from the engines. One (the Artena) had a narrow-Vee four-cylinder engine of about two litres and the Astura had an equally characteristic Lancia engine with eight cylinders and a capacity of 2,600 cc.

At the same time studies commenced of a small car and by the end of 1932 a big prototype mileage had been covered. The firm, in fact, was well on the way to the production stage of what was to be the Lancia Augusta.

The new models that followed the Lambda and Dilambda both had chassis frames, the four-cylinder car having a wheelbase of about 9 ft 10 in and the eight-cylinder model one of 10 ft .5 in; both had a track of about 4 ft 7 in. Probably the most noteworthy technical innovation on these chassis was the flexible mounting of their engines by means of leaf springs.

Standard saloon bodies were available but as both cars had chassis frames they were in demand by coachwork specialists, particularly the Astura. With the standard four-seater, four-light saloon, the Artena scaled 2,530 lb and could reach a top speed of 68 mph with its maximum output of 52 bhp at 4,000 rpm. The eight-cylinder car peaked at 68 bhp at the same crankshaft speed. Its maximum was around 75 mph with the same body; it weighed 2,750 lb. These were not startling power outputs or performances for the main representatives of the 'marque Lancia at that time and it might be thought that both were down on power-weight ratio. The later of the four series of Asturas was increased in capacity to almost three litres (1934) and top output was raised to 82 bhp. A long chassis version-11ft 5 in wheelbase-was the last of the line and it had hydraulic brakes. They were worthy cars but not makers of history.

 Augusta

As we have mentioned, the little Augusta was quietly~ developed from 1930 and when it appeared in 1933 it was noted approvingly by most Lancia admirers that it marked a return to unitary construction. The Augusta was, in our view, more in the L~ncia between-wars' tradition than the cars that immediately preceded it. Like them, it had the famous independent front wheel suspension but on this model friction-type shock absorbers replaced hydraulic ones. "Berni elliptics were used at the rear, these incorporating Silentbloc bushes in the shackles and rollers at the rear ends. The car also had a narrow-angle Vee engine. It was a four-cylinder of 1,194 cc and produced 35 bhp at 4,000 rpm. A freewheel was introduced into the transmission-such devices were rather popular at that time-and flexible disc couplings in the shaft line were likewise new to Lancias. Hydraulic brakes were adopted after a good deal of testing, doubting and redesigning. Apparently fading was something of a problem despite the modest weight and performance of this smallest Lancia. The standard body of the car was chiefly note worthy in being a four-door pillarless one-a novel feature at the time.

Coming of the Aprilia

The Augusta was a good and typical Lancia handler. Three series were made between 1933 and 1935 and it enjoyed considerable competition successes. Midway through its career Vincenzo Lancia and his staff were busy on something better in the small car field. This was the Aprilia concept slightly larger and more powerful in the engine, of strictly limited weight, and with a more streamlined body than the firm had hitherto used.

A light alloy block was used for the Aprilia's 1.35-litre narrow-Vee four-cylinder engine and it had inserted cast-iron liners. An interesting feature was hemispherical combustion chambers with inclined valves. These were ingeniously actuated from a single camshaft by an unusual patented arrangement of long curved rockers-characteristic Lancia resource and disregard for the conventional.

Pront suspension was typical Lancia but at the rear there was a fairly complex arrangement of independent suspension incorporating both torsion bars and a transverse leaf spring, swinging arms and universally-jointed driv~ shafts. It worked well in practice but in recent times it has often been something of a vintage enthusiast's nightmare that necessitated the attention of a knowledgeable Lancia specialist. Its setting up when new was also tricky and lengthy; but results were good.

With its light, aerodynamically good (if not handsome) pillarless saloon body, the Aprilia looked-and was-a good deal more than a small economy family saloon. At a time when design and handling in this field had, it has often been said, reached the bottom, the Aprilia was as welcome as the flowers of April. It was a beautiful little machine to drive and faster on a journey than not a few much larger so-called high-performance cars of the period. It was, in short, as great a Lancia achievement as the Lambda, although one cannot reatly compare the two masterpieces of Vincenzo Lancia. Sad to record, the great driver-manufacturer did not live to see the first production Aprilia leave the works, for he died unexpectedly on February 15, 1937, at the early age of fifty-six. Contrary to his usual practice, he had not test-driven any of the prototypes himself so he never experienced the satisfaction his work was to give to thousands of sporting motorists over many years. Some people think that his last "personal" car was his best; we regard the Lambda as a greater achievement.

The Aprilia run lasted about fourteen years, including the war period. Its all-round success tended to overshadow another small-engined Lancia with some claim to notice here, primarily on technical grounds. This was the 903 cc Ardea, of 1939. The engine was, naturally, of the narrow-Vee, staggered four-cylinder type, with four-throw crankshaft and overhead camshaft actuating inclined valves through rockers in typical Lancia fashion. Duralumin stamping were used for the connecting rods. With its four doors, the car was reminiscent of the Aprilia.

After the war a second-series Ardea with improved bodywork was introduced, and we remember seeing taxi versions of this car on the streets of Turin three or four years after the war. Prior to that, however, Lancia adopted a five-speed gearbox for the little car and at a later date a fourth-series Ardea was marketed with aluminium head, higher compression and bigger carburettor, to raise the power to 30 bhp at 4,600 rpm. Over 30,000 of these cars were produced and the thought lingers that Lancia might have found success with a more sporting version, suitably bodied and with the engine further developed; but they were to move away from the small car for a short time. 

When a maker has a successful model clearly reaching the end of its run the firm must inevitably be most anxious to at least retain their position when the replacement comes along. This was the responsibility the designers of the Aurelia shouldered; and let it be said that they did a fine job of keeping the Lancia flag flying. 

The background of the Aurelia is interesting. No doubt because of the consideration just mentioned, it was at first decided to develop and re-engine the Aprilia rather than produce a new car. During the war design work started on a V6 engine, an idea Lancia himself had explored earlier. This type of engine presents balancing problems but the studies of 1943/4 satisfied the Lancia engineers that with a special crankshaft arrangement and a 60 deg Vee angle an acceptable engine could be produced. This was made and tested.

Such a short and neat engine of about 1.5 litres seemed right for a car like the Aprilia, but it was later concluded that 45 deg would be better. Second thoughts, it has been said, are often best; and Lancias thoroughly tested this engine during 1947 in an Aprilia. Then there was a change of policy in regard to car as well as engine. For the latter a Vee angle of 50 deg was thought to be even better and this engine (also of 68 mm bore by 72 mm stroke, and 1,569 cc) was built and tested.

Even more important than these engine investigations was the decision to scrap the idea of a re-engined Aprilia and produce a bigger chassisless car with a longer wheelbase. At the front, suspension of the car destined to be the Aurelia followed the classic Lancia arrangement. At the rear the IRS embodied important changes; not least of these was the location of the gearbox in the back axle along with the differential/final drive unit. It was interesting to find coil springs also used at the rear, together with a wishbone arrangement. An ingenious expedient employed to reduce as far as possible the angularity of the joints of the half shafts was to place the outer universals outside the rear wheels. That was the reason for the prominent looking wheel nave plates that characterised the Aurelia. Inboard rear brakes were employed, as on the earlier Aprilia.

A steering column gear lever may not have been in the Lancia tradition but that used on the Aurelia was a good one of its kind; and, needless to say, the model soon acquired a reputation for effective and swift motoring. Let it be recorded, however, that before the production Aurelia made its appearance in 1949 the cylinders of its light alloy pushrod V6 engine were back. to 60 deg-and there they stayed. It reached the public in May 1950 and was soon pronounced a worthy successor to the little Aprilia. 

GT is born

Like all good Lancias, however, many keen drivers found that they could easily use more power and hence reach B more quickly and enjoyably from A. In 1951 the famous B20 gran turismo coupe was introduced, the original GT it is worth reminding some admirers of this type of motorcar. Engine capacity was raised from 1,754 cc to 1,991 and output put up from a "touring car" 56 bhp at 4,000 rpm to 80 bhp at 5,000 rpm. Weight, however, was down from the four-door saloon's 2,381 lb to 1,980 lb and maximum speed rose from about 84 mph to around the "ton"

The run of the Aurelia was a satisfactory one, the major change being the substitution of a de Dion rear end for the original IRS, with an acceptable improvement to the already good handling qualities.

The GT was later given a 2,451 cc engine (115 bhp at 5,200 rpm) and in the Spring of 1954 the saloon's capacity went up to 2,266 cc, giving 85 bhp at 4,800 rpm. The body lines were slightly altered at the same time. More interesting to the sporting fraternity was the introduction somewhat later of the Spyder two-seater version with monocoque bodywork by Pininfarina. Known as the B24, it had useful acceleration through the gears, a nice gearshift, excellent drum brakes, fine suspension and impeccable handling. Top speed was no higher than 112 mph but few cars of the mid 'fifties could stay with it on a winding-road journey. Some of the best motoring we have enjoyed was in this well-balanced all-rounder-one of the finest open cars we have ever driven.

A much bigger car followed the Aurelia, the Flaminia, but it retained the 2.5 litre V6 engine and other running gear.

Lancias today

We have covered the very interesting current front wheel drive models, the Flavia and Fulvia, and they are fairly familiar to most keen motorists. A road test of a sporting Flavia appears in this issue. Both are of elaborate, advanced design and both are likely to be retained for some time ahead.

Lancia cars are still to a great extent hand-made and production is necessarily, and desirably, limited. Workmanship has always been excellent, as befits clever design. Special coachwork is executed by such firms as Pininfarina, Zagato and Touring. Contrary to popular gossip the firm has no connection with any other Italian car manufacturer, neither has it Government assistance. Imposition. of the heavy sales tax by the Italian government early last year caused a serious setback to the tirm, as to others. The position was worsened by inept handling by the Minister of Finance who stated that the tax was temporary. The result was that the public immediately stopped buying cars. In the autumn we recall there were strong rumours in London and elsewhere that Lancia was stockpiling dangerously and getting into financial difficulties. A press conference was called in London to explain the situation, and it will be recalled that the tax was lifted at the end of the Turin show last November. Since then there has been a return of qualified optimism in the Italian motor industry, and we formed the impression that this is shared by Lancia.

The most significant event in the recent history of the firm has been the takeover a few years ago of the company by Dottore Pesenti, the Italian cement millionaire with extensive interests throughout E.urope, Canada and North America. Last year his son, Giampiero, was also made a Lancia director. The takeover injected much-needed capital into the business and since then there has been a policy of constant expansion, culminating in the recent opening of a new factory at Chivasso, a few kilometres out of Turin.

When Dott Pesenti provided additional finance for Lancia he appointed Sig. Guida Calbiani, a talented executive from his cement interests to preside over the board, while the doctor is vice-president. Dott Arturo Della Seta is commercial director, Sig. E. F. Gutfreund export director, and Sig. R. G. Hemelik export manager.                                

Lancia in Britain

Sales figures of cars since the reorganisation have not been made available to us but we were told that they have risen by 600 per cent in Britain since 1961. If that sounds like a wrong statistic we would comment that prior to that date less effort was probably made than before the war to push British sales. There was no dealer network or London showroom. Things have changed recently, however, and there are now thirty distributors throughout the country. They appoint their own sub-dealers, usually three or four in each territory, so that there are about 100 Lancia selling outlets in Britain today. All have servicing and spares facilities, but major accident repairs have to be sent to the long-established Alperton service depot north of London. No recent Lancia has had to be returned to Italy for coachwork repairs and the need is not envisaged as the Alperton specialists are highly skilled and facilities good, to our knowledge as former Lancia owners. Since 1962, Italian factory-trained mechanics have been touring the country in a workshop van training agencies staff mechanics on the spot-an excellent arrangement, it will be agreed.

Lancias haye been imported to our market since around 1928 but until recently in a rather unco-ordinated manner. The parent company in Turin bought and still owns the land and works at Alperton, where there has been 3. £250,000 expansion scheme within the last three years. The Italian interest is represented entirely at Alperton by Lancia (Enghmd) Limited, while in 1961 a new company called Lancia Concessionnaires Limiteq was formed, under the chairmanship of Air Commodore West, exclusively to sell Lancia cars; their main showroom is in AlbermaJle Street, London, W.1. 

It is estimated by Alperton that there are about 2,000 Laricias of all ages and types in Britain, and it is safe to say that most are in appreciative hands. A Lancia Owner's Club flourishes, enthusiasts for the older models providing the driving force, as with some other one-make clubs; there is, however, no marque register.

The foregoing is not offered as anything approaching a history of Lancia cars. That would entail the writing of a book of considerable size. It certainly should be tackled, for the development of the firm and its notable product is an important part of the overall history of the motorcar. In terms of sheer output and commercial success Lancia may be out of the running in these days of tremendous volume production and huge vehicle-making empires. On the other hand, as consistent producers of motorcars that have provided the expert and the enthusiastic with highly satisfying machines their place in history is secure. If there never was another Lancia made they would be remembered with admiration wherever real motorists are to be found. Long may Lancia individuality adorn the motoring scene.