Lancia Fulvia Concept Show Car
09-10-2003, 11:24 AM
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Lancia Fulvia Concept Show Car
I did not post this when it came out because there were only CGIs of the car. Now that we have the real pics, I am posting both the initial PR and the new photos from Frankfurt:
------------------------------------------------------------------------------
Kak
And now, forty years on from the debut of the first Fulvia saloon and thirty-one years after Munari's victory, Lancia has decided to build a prototype to celebrate one of the models that made the brandname famous throughout the world.
Apart from anything else, the Lancia Style Centre designers have always had one perennial dream: to recreate the Fulvia Coupé as though it had been left free to evolve without interruption. The approach to the project was very clear from the outset: no nostalgic self-indulgence but a post-modern reworking of the original concept and styling cues.
Priority was to be given to a fresh, dynamic shape without losing sight of the intrinsic spirit that made the Fulvia, designed by Castagnero in 1965, an ultra-sophisticated mix of eccentricity, elegance, clean aesthetic lines and sportiness. An absolutely up-to-date coupé, in other words. A car that offered an opportunity to explore aesthetic and engineering solutions that could be used on future Lancia products but also carried great evocative weight for people who lusted after and dreamed of the car in its heyday.
The dimensions and three-box shape of the Fulvia Coupé show car are practically identical to those of its predecessor but the track has been broadened to give the car greater stability and strength. The general layout is reminiscent of Riva motorboats of the period, i.e. a truncated tail, an extremely dynamic shape and a furrowing prow. The most distinctive stylist motif, i.e. a continuous horseshoe-shaped band that enfolded the entire body only to emerge at the tail, was reworked to give the car a more dynamic appearance and a tapering shape. The point of greatest tension lies over the front wheel where all the visual weight of the car is also concentrated to underscore the front drive and engine. The end result is that the entire car appears to be pulled along from this point. The drop-shape of the car from above with maximum width at the front and a tendency to taper off toward the truncated tail also contributes to this effect. The shape is complemented by a long bonnet, a small glazed area and a specific weight distribution pattern.
The 1965 Fulvia Coupé featured a characteristic lightness of volume that was even more evident at the rear. The new show car, however, is more muscular in appearance but lightened by fact that the lower part of the vehicle recedes toward the tail.
The aggressive-looking front features a broad, rounded bonnet, headlights made out of high-tech modules and a wing-shaped 'brow' that extends the bonnet profile visually below the lights.
The burnished metal grille that bears the big Lancia shield looks sporty and three-dimensional. It has been deliberately deconstructed and simplified compared to its less aggressive sisters to emphasise the function of the air intake and create a relationship between solid metal and air at the front that reflects the pattern of the previous model.
Everything is completed by lines that flow from the bonnet to the bumpers and gather around the lower outlet where four floating quadrangular cylinders hark back to the four air intakes of the Seventies model. The clean sides hinge on a succession of concave and convex surfaces and a sturdy shoulder. The tail, the logical conclusion to the entire shape, marks a return to the cross section of the original model: it would hardly be complete without a deliberate reference to the aft surface that was such a distinctive feature of the previous model and underscored the fleeting tail while providing an unfussy frame for the tall headlights. These features, run though by two cylinders that encircle the body like exhaust pipes, depend for their effect on a transparent covering that reveals how the lamps overhang from the wing-shaped profile (a subtle hint of the expressive 'eyes' so typical of the previous car).
The three-coated Ivory body colour offers a harmonious contrast with the dark brown 'Testa di moro' leather that enfolds the passenger compartment. The interior has a decidedly Seventies feel with parts (manufactured using numerically controlled lathes) that are reminiscent of the iridescent controls on hi-fi systems of the period. The Tanganika Frisé wood that covers the central facia insert and tunnel bridge is silky in appearance with a metallic sheen.
The interior features two bucket seats and an additional luggage compartment under the parcel rack. Its appearance is inspired by the original, though with a spare post-modern treatment. All the sophistication and sporty touches you would expect from a Lancia of this type are naturally in evidence. Examples include a set of bags produced specially for the show car by Trussardi using top-class original panels that represent an ideal combination between mood and practicality.
The facia, made out of two opposing, hand-upholstered shells that embrace the leather insert, appears to be surrounded by a shell that stretches smoothly to the rear of the door panel to underscore a drop-shaped floor plan of nautical inspiration. The tunnel is actually an extension of the dark brown leather trim on the floor that flows fluidly up to form arms that mirror the armrests on the doors. The saddle-shaped theme reflects the formal language of the entire interior. If you sliced through the volume of the tunnel and the side armrests you would see a longitudinal wooden bridge in the centre that houses a gearlever (enhanced by aluminium parts) with looped door pulls on the doors.
The overall look is rounded off by a three-dial analogue instrument cluster of nautical design that is pearlised in colour (similar to that of the new Ypsilon). A metal interface plate contains all the infotainment functions and the climate control system as on other Lancia range vehicles.
A steering wheel with three metal spokes contains a cylindrical airbag module and a leather-upholstered rim. The sporty, ergonomic seats are reminiscent of those on the Fulvia Coupé because the wraparound horseshoe embraces the backrest to offer broad lateral support.
Yet the Fulvia Coupé styling operation was never a mere exercise in design. All the car's exterior parts have been developed to keep down drag. The fruits of this effort are evident in the good top speed of 213 km/h, obtained from a power output that is somewhat restrained for this type of vehicle: 140 kW (103 bhp) at 6400 rpm.
Engine lightness is assured by the use of aluminium to create the body. As on all the most up to date sports cars - though some HF versions of the Seventies Fulvia Coupé also featured aluminium bonnet and doors - all exterior body panels are in aluminium. This feat of engineering has been pulled off by calling in the very best hand panel beaters. In this case, the model manufacturer, CECOMP, has done a masterly job.
This attention to lightness also allowed the weight to be kept below 1000 kg. The Fulvia Coupé weighs exactly 990 kg, an absolutely outstanding value for this vehicle type. It also guarantees an excellent weight/power ratio (7 kg/bhp) and acceleration from 0 to 100 km/h in 8.6 seconds. All this naturally means reduced fuel consumption: over a combined cycle, for example, fuel consumption never exceeds 7.3 l/100 km.
The Lancia prototype is also equipped with a 4 cylinder 1.8 16v engine with variable valve timing and a McPherson front suspension layout with telescopic struts, coaxial coil springs and lower wishbones. Although the geometry is relatively simple, it ensures a dynamic first rate performance aided by Pirelli PZero Nero tyres. The technical picture is completed by rear suspension with longitudinal arms, antiroll bar, braking system with four disc brakes (the front ones are ventilated) and an ABS.
No other electronic gadgets have been added, such as antislip or stability control devices, because we did not wish to detract from the purity of the car's wonderful old-style sporty drive. The Fulvia Coupé is fully entitled to a place in the wish list of people who know how to appreciate a car of great personality and charm even if it is a pilot model. Even today, Lancia aficionados are known for the extraordinary passion and enthusiasm that they share with those who design, test and produce Lancia cars.
Lancia thanks the following for their help in producing the Fulvia Coupé show car: Alcantara, Akzo Nobel, Aunde Italia, Bose, CECOMP, Frau, IXFIN Magneti Marelli, Mario Levi, Novem, Pirelli, PPG, Radicar, Shafenaker, Sintesi Photo Etching, Tabu, Toora, Trussardi, Zanini.
------------------------------------------------------------------------------
Kak
And now, forty years on from the debut of the first Fulvia saloon and thirty-one years after Munari's victory, Lancia has decided to build a prototype to celebrate one of the models that made the brandname famous throughout the world.
Apart from anything else, the Lancia Style Centre designers have always had one perennial dream: to recreate the Fulvia Coupé as though it had been left free to evolve without interruption. The approach to the project was very clear from the outset: no nostalgic self-indulgence but a post-modern reworking of the original concept and styling cues.
Priority was to be given to a fresh, dynamic shape without losing sight of the intrinsic spirit that made the Fulvia, designed by Castagnero in 1965, an ultra-sophisticated mix of eccentricity, elegance, clean aesthetic lines and sportiness. An absolutely up-to-date coupé, in other words. A car that offered an opportunity to explore aesthetic and engineering solutions that could be used on future Lancia products but also carried great evocative weight for people who lusted after and dreamed of the car in its heyday.
The dimensions and three-box shape of the Fulvia Coupé show car are practically identical to those of its predecessor but the track has been broadened to give the car greater stability and strength. The general layout is reminiscent of Riva motorboats of the period, i.e. a truncated tail, an extremely dynamic shape and a furrowing prow. The most distinctive stylist motif, i.e. a continuous horseshoe-shaped band that enfolded the entire body only to emerge at the tail, was reworked to give the car a more dynamic appearance and a tapering shape. The point of greatest tension lies over the front wheel where all the visual weight of the car is also concentrated to underscore the front drive and engine. The end result is that the entire car appears to be pulled along from this point. The drop-shape of the car from above with maximum width at the front and a tendency to taper off toward the truncated tail also contributes to this effect. The shape is complemented by a long bonnet, a small glazed area and a specific weight distribution pattern.
The 1965 Fulvia Coupé featured a characteristic lightness of volume that was even more evident at the rear. The new show car, however, is more muscular in appearance but lightened by fact that the lower part of the vehicle recedes toward the tail.
The aggressive-looking front features a broad, rounded bonnet, headlights made out of high-tech modules and a wing-shaped 'brow' that extends the bonnet profile visually below the lights.
The burnished metal grille that bears the big Lancia shield looks sporty and three-dimensional. It has been deliberately deconstructed and simplified compared to its less aggressive sisters to emphasise the function of the air intake and create a relationship between solid metal and air at the front that reflects the pattern of the previous model.
Everything is completed by lines that flow from the bonnet to the bumpers and gather around the lower outlet where four floating quadrangular cylinders hark back to the four air intakes of the Seventies model. The clean sides hinge on a succession of concave and convex surfaces and a sturdy shoulder. The tail, the logical conclusion to the entire shape, marks a return to the cross section of the original model: it would hardly be complete without a deliberate reference to the aft surface that was such a distinctive feature of the previous model and underscored the fleeting tail while providing an unfussy frame for the tall headlights. These features, run though by two cylinders that encircle the body like exhaust pipes, depend for their effect on a transparent covering that reveals how the lamps overhang from the wing-shaped profile (a subtle hint of the expressive 'eyes' so typical of the previous car).
The three-coated Ivory body colour offers a harmonious contrast with the dark brown 'Testa di moro' leather that enfolds the passenger compartment. The interior has a decidedly Seventies feel with parts (manufactured using numerically controlled lathes) that are reminiscent of the iridescent controls on hi-fi systems of the period. The Tanganika Frisé wood that covers the central facia insert and tunnel bridge is silky in appearance with a metallic sheen.
The interior features two bucket seats and an additional luggage compartment under the parcel rack. Its appearance is inspired by the original, though with a spare post-modern treatment. All the sophistication and sporty touches you would expect from a Lancia of this type are naturally in evidence. Examples include a set of bags produced specially for the show car by Trussardi using top-class original panels that represent an ideal combination between mood and practicality.
The facia, made out of two opposing, hand-upholstered shells that embrace the leather insert, appears to be surrounded by a shell that stretches smoothly to the rear of the door panel to underscore a drop-shaped floor plan of nautical inspiration. The tunnel is actually an extension of the dark brown leather trim on the floor that flows fluidly up to form arms that mirror the armrests on the doors. The saddle-shaped theme reflects the formal language of the entire interior. If you sliced through the volume of the tunnel and the side armrests you would see a longitudinal wooden bridge in the centre that houses a gearlever (enhanced by aluminium parts) with looped door pulls on the doors.
The overall look is rounded off by a three-dial analogue instrument cluster of nautical design that is pearlised in colour (similar to that of the new Ypsilon). A metal interface plate contains all the infotainment functions and the climate control system as on other Lancia range vehicles.
A steering wheel with three metal spokes contains a cylindrical airbag module and a leather-upholstered rim. The sporty, ergonomic seats are reminiscent of those on the Fulvia Coupé because the wraparound horseshoe embraces the backrest to offer broad lateral support.
Yet the Fulvia Coupé styling operation was never a mere exercise in design. All the car's exterior parts have been developed to keep down drag. The fruits of this effort are evident in the good top speed of 213 km/h, obtained from a power output that is somewhat restrained for this type of vehicle: 140 kW (103 bhp) at 6400 rpm.
Engine lightness is assured by the use of aluminium to create the body. As on all the most up to date sports cars - though some HF versions of the Seventies Fulvia Coupé also featured aluminium bonnet and doors - all exterior body panels are in aluminium. This feat of engineering has been pulled off by calling in the very best hand panel beaters. In this case, the model manufacturer, CECOMP, has done a masterly job.
This attention to lightness also allowed the weight to be kept below 1000 kg. The Fulvia Coupé weighs exactly 990 kg, an absolutely outstanding value for this vehicle type. It also guarantees an excellent weight/power ratio (7 kg/bhp) and acceleration from 0 to 100 km/h in 8.6 seconds. All this naturally means reduced fuel consumption: over a combined cycle, for example, fuel consumption never exceeds 7.3 l/100 km.
The Lancia prototype is also equipped with a 4 cylinder 1.8 16v engine with variable valve timing and a McPherson front suspension layout with telescopic struts, coaxial coil springs and lower wishbones. Although the geometry is relatively simple, it ensures a dynamic first rate performance aided by Pirelli PZero Nero tyres. The technical picture is completed by rear suspension with longitudinal arms, antiroll bar, braking system with four disc brakes (the front ones are ventilated) and an ABS.
No other electronic gadgets have been added, such as antislip or stability control devices, because we did not wish to detract from the purity of the car's wonderful old-style sporty drive. The Fulvia Coupé is fully entitled to a place in the wish list of people who know how to appreciate a car of great personality and charm even if it is a pilot model. Even today, Lancia aficionados are known for the extraordinary passion and enthusiasm that they share with those who design, test and produce Lancia cars.
Lancia thanks the following for their help in producing the Fulvia Coupé show car: Alcantara, Akzo Nobel, Aunde Italia, Bose, CECOMP, Frau, IXFIN Magneti Marelli, Mario Levi, Novem, Pirelli, PPG, Radicar, Shafenaker, Sintesi Photo Etching, Tabu, Toora, Trussardi, Zanini.
09-10-2003, 11:26 AM
#3
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In addition to the above:
---------------------------------------------------------------
10/2/2003
Lancia is to unveil a new small coupé called 'Fulvietta' (pictured) at next month's Geneva Motor Show. A tribute to the pretty Fulvia coupés of the '70s, this unashamedly retro design will be the first model built on the next-generation Punto platform, which will also form the basis of the new Fiat Barchetta. This platform, a joint development with General Motors, will also be used for the next Corsa and other small cars from GM's various brands. But despite such humble underpinnings, the Fulvietta will be fitted with a choice of high-performance engines. Rumours suggest a turbocharged 2.0-litre petrol and the torquey 2.4 JTD diesel unit will be on offer, and that prices will start from around 30,000 euros. The Fulvietta is a 2+2 coupé with a hard-top which could feature glass panels, and it has been styled by Fiat's Centro Stile with input from the Zagato design house. Insiders say it has already been given the green light for production, and that Lancia is planning to make around 2000 a year.
Industry rumours suggest that the troubled Fiat Group is planning to reintroduce the Lancia brand in markets it withdrew from in the '80s and '90s - including the UK and the USA. A high-image coupé like the Fulvietta could be just the car to relaunch the brand. However, there could be another, even more attention-grabbing, model on the way: apparently, Lancia is working with Bertone on a "new Stratos", an all-out performance coupé in the vein of the rally-winning wedge-shaped '70s junior supercar. This could be produced on a platform derived from Ferrari or Maserati, and it is suggested that the Alfa V6 engine would be an ideal entry-level unit, with a Ferrari/Maserati V8 also under consideration. Another model said to be on the cards is a "new Integrale", though this is not likely to appear until at least 2006, if at all.
The Fiat group also plans on showcasing its 'New Small' at Geneva. As yet unnamed, it is the replacement for the current Seicento and Panda ranges. It will look like a smaller version of the Stilo small family car, and will initially be offered in five-door form; three-door models, and other versions will follow including a mini 4x4 - influenced by the Simba concept car displayed at the Bologna Motor Show last year - and perhaps a mini-MPV. The engines offered will include Fiat's new 1.3 16v Multijet unit. Also tipped to appear is the Punto MPV, probably called the Punto Multi Wagon, and facelifted versions of the Alfa 166, 156, GTV and Spider, all of which will receive new front-end styling influenced by that of the Brera concept car. However, the next-generation Punto, which will, like New Small, be styled to give a family resemblance to the Stilo, will not be on display; this will be revealed in the autumn, probably at the Frankfurt Motor Show.
Other new cars from Fiat this year will include the facelifted Barchetta roadster, the Alfa 147 Sprint coupé, four-wheel drive versions of the 156, a facelifted Lancia Lybra and the new Lancia Y supermini (precursor to the new Punto). 2004 will bring revised Multipla and Stilo models, a Doblo 4x4, facelifted 147, and 147 and 156 GTA 4x4s. Looking ahead to 2005 sees the all-new Punto, a mid-sized MPV, Punto MPV 4x4, the Alfa 157, new Spider, new Lybra, a Lancia 4x4 and Y-based MPV and a special-bodied Fulvietta Zagato. Expect a 'New Large' - Fiat's long-awaited Croma replacement, based on the GM Epsilon (Vectra) platform - in 2006, plus an Alfa 167, an Alfa 4x4, and a 'new Lancia Delta', a small sporty hatch built on the same platform as the Alfa 147.
Of course, given Fiat's current financial difficulties, some would argue that producing low-volume sports cars should not be the company's priority, and that the likelihood of some of the models mentioned above reaching production is very slim. However, with the right financial backing, it is by no means impossible. According to the FT, Roberto Colaninno, the businessman bidding to take over Fiat Auto, claims that he could reverse the company's losses and generate profits of up to 9 percent within five years. Appointing himself as chief executive, he would inject around 9billion euros of capital and bring in new management. Colaninno's plans are said to include doing a deal with General Motors to provide some capital, in exchange for release from its contract to purchase the 80 percent of Fiat it does not already own, selling off Fiat Avio, the aeronautics division, and Toro, the insurance wing - and to scrap the Lancia brand, which makes the proposals for cars like the Fulvietta look somewhat academic. But the Agnelli family is thought to object to Colaninno taking the leadership, and could favour the rival bid from Emilio Gnutti, also said to be preferred by Italian prime minister Silvio Berlusconi. This deal would see Umberto Agnelli remain as CEO. The board of directors will discuss these proposals at the end of the month.
---------------------------------------------------------------
10/2/2003
Lancia is to unveil a new small coupé called 'Fulvietta' (pictured) at next month's Geneva Motor Show. A tribute to the pretty Fulvia coupés of the '70s, this unashamedly retro design will be the first model built on the next-generation Punto platform, which will also form the basis of the new Fiat Barchetta. This platform, a joint development with General Motors, will also be used for the next Corsa and other small cars from GM's various brands. But despite such humble underpinnings, the Fulvietta will be fitted with a choice of high-performance engines. Rumours suggest a turbocharged 2.0-litre petrol and the torquey 2.4 JTD diesel unit will be on offer, and that prices will start from around 30,000 euros. The Fulvietta is a 2+2 coupé with a hard-top which could feature glass panels, and it has been styled by Fiat's Centro Stile with input from the Zagato design house. Insiders say it has already been given the green light for production, and that Lancia is planning to make around 2000 a year.
Industry rumours suggest that the troubled Fiat Group is planning to reintroduce the Lancia brand in markets it withdrew from in the '80s and '90s - including the UK and the USA. A high-image coupé like the Fulvietta could be just the car to relaunch the brand. However, there could be another, even more attention-grabbing, model on the way: apparently, Lancia is working with Bertone on a "new Stratos", an all-out performance coupé in the vein of the rally-winning wedge-shaped '70s junior supercar. This could be produced on a platform derived from Ferrari or Maserati, and it is suggested that the Alfa V6 engine would be an ideal entry-level unit, with a Ferrari/Maserati V8 also under consideration. Another model said to be on the cards is a "new Integrale", though this is not likely to appear until at least 2006, if at all.
The Fiat group also plans on showcasing its 'New Small' at Geneva. As yet unnamed, it is the replacement for the current Seicento and Panda ranges. It will look like a smaller version of the Stilo small family car, and will initially be offered in five-door form; three-door models, and other versions will follow including a mini 4x4 - influenced by the Simba concept car displayed at the Bologna Motor Show last year - and perhaps a mini-MPV. The engines offered will include Fiat's new 1.3 16v Multijet unit. Also tipped to appear is the Punto MPV, probably called the Punto Multi Wagon, and facelifted versions of the Alfa 166, 156, GTV and Spider, all of which will receive new front-end styling influenced by that of the Brera concept car. However, the next-generation Punto, which will, like New Small, be styled to give a family resemblance to the Stilo, will not be on display; this will be revealed in the autumn, probably at the Frankfurt Motor Show.
Other new cars from Fiat this year will include the facelifted Barchetta roadster, the Alfa 147 Sprint coupé, four-wheel drive versions of the 156, a facelifted Lancia Lybra and the new Lancia Y supermini (precursor to the new Punto). 2004 will bring revised Multipla and Stilo models, a Doblo 4x4, facelifted 147, and 147 and 156 GTA 4x4s. Looking ahead to 2005 sees the all-new Punto, a mid-sized MPV, Punto MPV 4x4, the Alfa 157, new Spider, new Lybra, a Lancia 4x4 and Y-based MPV and a special-bodied Fulvietta Zagato. Expect a 'New Large' - Fiat's long-awaited Croma replacement, based on the GM Epsilon (Vectra) platform - in 2006, plus an Alfa 167, an Alfa 4x4, and a 'new Lancia Delta', a small sporty hatch built on the same platform as the Alfa 147.
Of course, given Fiat's current financial difficulties, some would argue that producing low-volume sports cars should not be the company's priority, and that the likelihood of some of the models mentioned above reaching production is very slim. However, with the right financial backing, it is by no means impossible. According to the FT, Roberto Colaninno, the businessman bidding to take over Fiat Auto, claims that he could reverse the company's losses and generate profits of up to 9 percent within five years. Appointing himself as chief executive, he would inject around 9billion euros of capital and bring in new management. Colaninno's plans are said to include doing a deal with General Motors to provide some capital, in exchange for release from its contract to purchase the 80 percent of Fiat it does not already own, selling off Fiat Avio, the aeronautics division, and Toro, the insurance wing - and to scrap the Lancia brand, which makes the proposals for cars like the Fulvietta look somewhat academic. But the Agnelli family is thought to object to Colaninno taking the leadership, and could favour the rival bid from Emilio Gnutti, also said to be preferred by Italian prime minister Silvio Berlusconi. This deal would see Umberto Agnelli remain as CEO. The board of directors will discuss these proposals at the end of the month.
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09-22-2003, 10:52 AM
#11
The sizzle in the Steak
Originally posted by gavriil
These Italinas make it hard for us to chose the car
Find the car.
These Italinas make it hard for us to chose the car
Find the car.
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