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72-486: In addition to the saloon, a number of special bodied Appias were produced, including a coupé by Pinin Farina, a convertible and 2-door saloon by Vignale and an aluminium-bodied GT by Zagato , as well as light commercial vehicle variants. In total 107,000 Appia were built: 98,000 saloons, 3,863 commercial vehicles, and 5,161 chassis supplied to coachbuilders. In 1950 Lancia had introduced its first all-new postwar model,

144-566: A turbocharger or supercharger ) is used, the compression ratio is often lower than naturally aspirated engines . This is due to the turbocharger or supercharger already having compressed the air before it enters the cylinders. Engines using port fuel-injection typically run lower boost pressures and/or compression ratios than direct injected engines because port fuel injection causes the air–fuel mixture to be heated together, leading to detonation. Conversely, directly injected engines can run higher boost because heated air will not detonate without

216-561: A "Duplex" dual hydraulic circuit during the 1960 model year. Model designations were different from the previous two series: 808.807 for the LHD variant, and 808.808 for the RHD one. In its third iteration the Appia was finally mature, and 55,577 saloons were made, the vast majority in left hand drive. At the end of the 1950s, with third series Appia sales soaring, Lancia CEO Fidanza advocated preparing

288-435: A 10.14° angle between the cylinder banks and a single head for all four cylinders. All models had a bore and stroke of 68 mm × 75 mm (2.7 in × 3.0 in), for a total displacement of 1,089 cc (66.5 cu in). The valvetrain comprised two angled poppet valves per cylinder, actuated by pushrods and rocker arms; there were two in-block camshafts , the left hand one for all exhaust and

360-546: A boxed steel framework. The harbinger of all Zagato Appias was the prototype built on a type 812.01 chassis, serial number 1005, and first displayed at the 1956 Turin Motor Show . It was immediately nicknamed Appia Cammello , "Camel", because of the double humps it carried not only on the roof—Zagato's signature double bubble—but also on the engine bonnet and boot lid. Originally painted in two-tone blue and white, and fully finished with bumpers and over-riders, this prototype

432-400: A compression ratio of 14:1 to 16:1. In a piston engine , the static compression ratio ( C R {\displaystyle \mathrm {CR} } ) is the ratio between the volume of the cylinder and combustion chamber when the piston is at the bottom of its stroke , and the volume of the combustion chamber when the piston is at the top of its stroke . It is therefore calculated by

504-619: A fastback roofline. The Sport is the only Appia Zagato for which production numbers are certain, as the coachbuilder started keeping detailed registers of its production only in 1960: production began in March 1961 concurrently to the model launch, with chassis #1001, and ended in January 1963 with chassis #1201, the 200th car. It is also the most standardised of all Zagato Appias, though differences in exterior and interior trim from one car to another were still present, depending on part availability at

576-546: A fourth series with an all-new body. Fessia, a strong proponent of front-wheel drive , was reluctant about updating the old design, and moreover one that was Jano's brainchild. In the end Fessia had the upper hand, as Fidanza had come to grips with the board and resigned. The Lancia Fulvia was developed and introduced in 1963, a clean-sheet design reprising the longitudinal front-wheel drive layout of Fessia's larger Flavia , but with Lancia's final narrow vee V4 engine. Starting with 1954 Lancia also built light commercial bodies on

648-399: A fuel being present. Higher compression ratios can make gasoline (petrol) engines subject to engine knocking (also known as "detonation", "pre-ignition", or "pinging") if lower octane-rated fuel is used. This can reduce efficiency or damage the engine if knock sensors are not present to modify the ignition timing. Diesel engines use higher compression ratios than petrol engines, because

720-431: A locking flap on the right hand side rear wing. Fessia's changes to the engine included lowering the compression ratio , redesigning the cylinder head incorporating hemispherical combustion chambers and a new arrangement of the valves, new pistons, a new carburettor and different camshaft profiles. Output increased to 43 PS, and top speed to 120 km/h (75 mph). In the cabin a front bench seat took place of

792-561: A more powerful 53 PS engine and floor-mounted shifter, and given the new type designation 812.01. At the April 1956 Turin Motor Show , a month after the successful introduction of the second series Appia in Geneva , five specially bodied Appias were shown: a coupé and a two-door saloon by Vignale , a coupé each from Pinin Farina, Boano and Zagato . Between Spring 1956 and Spring 1957 the coachbuilders presented their one-off interpretations of

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864-418: A revised, more powerful engine was adopted, putting out 60 HP thanks to a new Weber carburettor and an inlet manifold with a duct per each cylinder. In total 5,161 Appia chassis for coachbuilders were made. Pinin Farina built a 2+2 coupé version between 1957 and 1963. Pinin Farina's first proposal, from the 1956 Turin Motor Show , was a 4-seater coupé based on an 812.00 chassis and reminiscent of

936-498: A solid axle and a four-speed gearbox in block with the engine. For its mechanical features—sliding pillar front suspension, V4 engine, rear-wheel drive, absence of a centre pillar—the Appia can be considered the last in a line of Lancias which stretched back to the 1922 Lambda . Following a custom started in the postwar years, the new model was named after a Roman consular road , the Appian Way . The Appia Berlina ( saloon/sedan )

1008-399: A stamped steel structure. All Appias were equipped with hydraulic brakes , and drums an all four wheels. Series three cars gained a dual braking circuit and twin leading shoe , finned aluminium front drums with cast iron wear rings; the rears remained solid cast iron. When leaving the factory they would originally fit Pirelli Cinturato 155HR15 tyres (CA67). The Appia had a V4 engine with

1080-446: A top speed of 76.1 mph (122.5 km/h) and could accelerate from 0–60 mph (97 km/h) in 32.5 seconds. A fuel consumption of 29.0 miles per imperial gallon (9.7 L/100 km; 24.1 mpg ‑US ) was recorded. The car was not at the time available on the UK market but an Italian price of 1,328,600 Lire was reported (converted to £780). Vignale Vignale

1152-427: A two-seater, it was later revised to accept two rear occasional seats, thus becoming a 2+2 from the summer of 1968. All Convertibles were built on an 812.01 chassis; at first based on the second series Appia platform with a 53 PS engine, upgraded in 1959 to the third series platform and 54 PS engine, and finally in 1960 to the more powerful 60 PS engine. From 1957 to 1962, 1,584 convertibles were built. At

1224-556: A variable compression ratio was introduced in 2019. Variable compression ratio is a technology to adjust the compression ratio of an internal combustion engine while the engine is in operation. This is done to increase fuel efficiency while under varying loads. Variable compression engines allow the volume above the piston at top dead centre to be changed. Higher loads require lower ratios to increase power, while lower loads need higher ratios to increase efficiency, i.e. to lower fuel consumption. For automotive use this needs to be done as

1296-416: A wider dashboard, new bumpers, grille, and windscreen. Inside leatherette and rubber mats took place of Lancia's traditional wool cloth and carpets; the rear seats folded down forming a completely flat 1.5 m long (4 ft 11 in) loading area. The complexity of this development and lack of economies of scale reflected on the list price, which was approximately 25% higher than the saloon's. Due to

1368-464: Is a polytropic value for the ratio of specific heats for the combustion gases at the temperatures present (this compensates for the temperature rise caused by compression, as well as heat lost to the cylinder) Under ideal (adiabatic) conditions, the ratio of specific heats would be 1.4, but a lower value, generally between 1.2 and 1.3 is used, since the amount of heat lost will vary among engines based on design, size and materials used. For example, if

1440-480: Is at the top of its stroke . The dynamic compression ratio is a more advanced calculation which also takes into account gases entering and exiting the cylinder during the compression phase. A high compression ratio is desirable because it allows an engine to extract more mechanical energy from a given mass of air–fuel mixture due to its higher thermal efficiency . This occurs because internal combustion engines are heat engines , and higher compression ratios permit

1512-628: Is higher with more conservative intake camshaft timing (i.e. soon after BDC), and lower with more radical intake camshaft timing (i.e. later after BDC). Regardless, the dynamic compression ratio is always lower than the static compression ratio. Absolute cylinder pressure is used to calculate the dynamic compression ratio, using the following formula: P cylinder = P atmospheric × CR γ {\displaystyle P_{\text{cylinder}}=P_{\text{atmospheric}}\times {\text{CR}}^{\gamma }} where γ {\displaystyle \gamma }

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1584-517: Is similar to the Lancia Aurelia . To save weight the doors and rear fenders of the first few thousand examples were aluminium. The bumpers were also aluminium, making them easily dented. Rubber stripping was added later, to protect them from minor impacts. In a design inaugurated by the 1933 Lancia Augusta , rear doors were aft-hinged suicide doors , eliminating the B-pillar . A spare tyre,

1656-527: Is the luxury car sub- brand of Ford Motor Company used in automobiles sold in Europe . The former company Carrozzeria Alfredo Vignale was an Italian automobile coachbuilder established in 1948 at Via Cigliano, Turin , by Alfredo Vignale (1913–69). After its founder's death in 1969, Carrozzeria Vignale was acquired by De Tomaso (founded by Argentine businessman and race driver Alejandro de Tomaso ). The studio ceased operation in 1973, but ownership of

1728-407: Is the ratio between the volume of the cylinder and combustion chamber in an internal combustion engine at their maximum and minimum values. A fundamental specification for such engines, it can be measured in two different ways. The simpler way is the static compression ratio : the ratio of the volume of the cylinder when the piston is at the bottom of its stroke to that volume when the piston

1800-478: The Continental C-3 . A close cooperation was maintained with Giovanni Michelotti , who in 1959 opened his own design studio and in 1962 definitely concluded the cooperation. Also Rodolfo Bonetto designed a couple of cars in the early 1950s before moving to Boneschi . Later Vignale designs were created by Virginio Vairo . Vignale also designed and built cars themselves, usually low volume variants of

1872-661: The Ferguson TE20 tractor had a compression ratio of 4.5:1 for operation on tractor vaporising oil with an octane rating between 55 and 70. Motorsport engines often run on high-octane petrol and can therefore use higher compression ratios. For example, motorcycle racing engines can use compression ratios as high as 14.7:1, and it is common to find motorcycles with compression ratios above 12.0:1 designed for 95 or higher octane fuel. Ethanol and methanol can take significantly higher compression ratios than gasoline. Racing engines burning methanol and ethanol fuel often have

1944-532: The Lancia Aurelia , a small but expensive luxury car with sophisticated engineering features like the first ever V6 engine , inboard rear brakes and a transaxle gearbox. Alongside it Lancia was still producing the Lancia Ardea , a pre-war design that although once innovative was in need of replacement. The new small Lancia was designed under engineer Vittorio Jano . Initially an updated version of

2016-462: The Vignale name as an upscale luxury sub-brand of Ford. The cars would be visually distincted from regular Ford products and have an improved dealership experience. Exclusive services, such as free lifetime car washes, will be offered as well. The first Ford model to receive the Vignale name was the 2015 Ford Mondeo . On 1 March 2016 Ford of Europe announced a Kuga Vignale concept vehicle at

2088-495: The 1956 Turin Motor Show — on two of the eight 812.00 chassis built — were a coupé named Appia Sport, reminiscent of Vignale's own Lancia Aurelia "Raggio Azzurro", and the Gran Lusso, an elegant 2-door saloon. Vignale was then chosen to build a cabriolet version of the Appia. The Lancia Appia Convertibile , designed by Giovanni Michelotti , was introduced at the 1957 Turin Motor Show and produced up to 1962. Initially

2160-542: The 1958 Turin Motor Show , Vignale introduced another special Appia variant, the Lancia Appia Lusso or Berlina Lusso . This was a two-door saloon with frameless doors and ample windows, again with styling by Michelotti derived from the 1956 Lancia Gran Lusso. All Vignale Lusso were built on a specific version of the Tipo 812.02 chassis, a strengthened series three platform. Front wings and bonnet were shared with

2232-656: The Appia at various motor shows. Later more 812.01 chassis were built, bringing the total of unique to thirteen. Of the coachbuilders who had worked on the first fourteen chassis, two were selected by Lancia to produce special Appia body styles: Pinin Farina for the coupé, and Vignale for the convertible. Their nearly definitive proposals debuted at the March 1957 Geneva Motor Show , and soon went into limited series production. Built by their respective designers on chassis supplied by Lancia, these were included in Lancia's own catalogue and regularly sold through Lancia dealerships. In

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2304-624: The Appia chassis, replacing the analogous versions of the earlier Ardea . Three models were offered: the Furgoncino panel van (chassis code C80 or C80S for left hand drive), Camioncino pick-up (C83 or C83S), and an ambulance based on the Furgoncino, the Autolettiga (C86 or C86S). In respect to the saloon, all had shorter final drives , lower horsepower engines, widened axle tracks , upsized 16-inch wheels and larger tyres—and consequently bodywork altered to accept these modifications. With

2376-528: The Appia's shortcomings. Jano left shortly after, when Lancia withdrew from Formula 1 . The resulting second series Appia, introduced at the Geneva Motor Show in March 1956, had a more powerful engine, a modernized body and better interior room, although the bucket seats were replaced with a bench seat and there was a considerable weight increase, which largely cancelled out the increase in power . The C10 and C10S type codes were kept. The rear part of

2448-531: The Ardea's 17° V4 engine was considered, but a clean-sheet design was ultimately chosen. At little over 10°, the new V4 had the narrowest angle of any V4 engine, and used solutions unprecedented at Lancia, like dual in-block camshafts in place of overhead ones. As the Ardea resembled a scaled-down Aprilia , the Appia mimicked the Aurelia's appearance, substituting its exotic parts with more cost-effective ones, such as

2520-646: The Convertibile, but the Lusso was longer, larger and taller. In total 477 Appia Lusso were made in the Vignale factory from 1959 to 1962. Zagato built four coupé versions based on the Berlina between 1957 and 1962, for a grand total of 721 vehicles. Zagato's creations catered to Lancia's sportiest clientele, who would privately race their cars. All of Zagato's Appias were bodied stretching an aluminium skin over

2592-529: The Geneva Motor Show where the company also announced the line-up of Vignale products, S-Max , Edge , and Mondeo Vignale five-door models debut alongside Kuga Vignale Concept, offering a vision of the future of upscale SUVs as well as revealing Vignale Ambassadors and the signature Vignale collection. List of cars designed and bodied at Carrozzeria Vignale or coachbuilt to a third-party design. Compression ratio The compression ratio

2664-537: The Lancia Florida prototype, which Lancia's management did not find satisfactory. Therefore, Pinin Farina set off to work on a second prototype, a 2+2 on one of the five more powerful 812.01 chassis, shown with Lancia's blessing at the March 1957 Geneva Motor Show . Shortly after the Motor Show the car went into small series production, christened Appia Coupé. The Coupé was characterised by a wide grille—which previewed Pinin Farina's own Lancia Flaminia as well as

2736-505: The Sport's wheelbase was 160 mm (6.3 in) shorter than the GTE's, resulting in a 200 mm (7.9 in) shorter overall length. Adapting the GTE bodywork to the smaller dimensions was the first job of a young Ercole Spada , just hired at Zagato. From the front the Sport was similar to an open headlight GTE, but had a much rounder rear end, tail lights fully sunken into the bodywork, and

2808-486: The Vignale brand was discontinued. At the 1993 Geneva Motor Show , Aston Martin , at the time owned by Ford, produced a concept car called Lagonda Vignale . Ford then used the Vignale name in the Ford Focus Vignale concept car introduced at the 2004 Paris Motor Show , however the production model was named as Ford Focus Coupé-Cabriolet . In September 2013, Ford of Europe announced plans to resurrect

2880-484: The additional weight, the manufacturer's claimed top speed for the Giardinetta was down to 120 km/h (75 mph). In total just 300 Giardinettas were made. The Appia Berlina used unibody construction. Front suspension was of Lancia's sliding pillar type , with hydraulic dampers . At the rear there was a solid axle on leaf springs , with hydraulic dampers; the axle had an aluminium differential housing and

2952-408: The body had been redesigned to enlarge the boot, and the wheelbase was stretched by 3 cm (1.2 in) to provide better rear seat accommodation; this resulted in a 14.5 cm (5.7 in) growth in length. From the front the second series could be recognized from its rectangular instead of round turn signal lamps and the steel bumpers with overriders. The fuel filler cap was moved outside, under

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3024-420: The complex shape of V c {\displaystyle V_{c}} it is usually measured directly. This is often done by filling the cylinder with liquid and then measuring the volume of the used liquid. Most engines use a fixed compression ratio, however a variable compression ratio engine is able to adjust the compression ratio while the engine is in operation. The first production engine with

3096-495: The earlier 53 PS engine, and 134 with the later 60 PS one. The last and ultimate of Zagato's Appias was the Appia Sport, built from 1961 to 1963 on a short wheelbase chassis coded 812.05. The Sport's premiere took place at the March 1961 Geneva Motor Show , and production began concurrently; it did not replace the standard wheelbase GTE, which remained on sale alongside it up to 1962. At 2,350 mm (92.5 in)

3168-432: The engine is running in response to the load and driving demands. The 2019 Infiniti QX50 is the first commercially available car that uses a variable compression ratio engine. The static compression ratio discussed above — calculated solely based on the cylinder and combustion chamber volumes — does not take into account any gases entering or exiting the cylinder during the compression phase. In most automotive engines,

3240-430: The first such commercial engine from 2013, used adaptive fuel injectors among other techniques to ease cold start. The compression ratio may be higher in engines running exclusively on liquefied petroleum gas (LPG or "propane autogas") or compressed natural gas , due to the higher octane rating of these fuels. Kerosene engines typically use a compression ratio of 6.5 or lower. The petrol-paraffin engine version of

3312-473: The formula C R = V d + V c V c {\displaystyle \mathrm {CR} ={\frac {V_{d}+V_{c}}{V_{c}}}} where V d {\displaystyle V_{d}} can be estimated by the cylinder volume formula: V d = π 4 b 2 s {\displaystyle V_{d}={\tfrac {\pi }{4}}b^{2}s} where Because of

3384-405: The fuel filler and the battery were located in the trunk/boot. The interior featured bucket front seats, a column-mounted shifter , ivory plastic steering wheel and switches, and panno Lancia wool cloth upholstery in grey or beige. Running on 155HR15 Pirelli Cinturato tyres. In total 20,025 first series saloons were made, from 1953 to 1956. Of these, the majority—10,257—were right hand drive, and

3456-409: The improved 60 PS engine was adopted. When the Appia Sport was introduced it did not supersede the GTE, but rather some of its features were carried over, such as new headlights and protruding in place of flush pushbutton door handles. The last GTEs were built on a specific 812.03 chassis; the very last example was completed in April 1962. It is estimated that total GTE production amounts to 167 with

3528-463: The intake valve closure (which seals the cylinder) takes place during the compression phase (i.e. after bottom dead centre , BDC), which can cause some of the gases to be pushed back out through the intake valve. On the other hand, intake port tuning and scavenging can cause a greater amount of gas to be trapped in the cylinder than the static volume would suggest. The dynamic compression ratio accounts for these factors. The dynamic compression ratio

3600-503: The introduction of the second series Appia in 1954 all three models received upgrades similar to the saloon's, while keeping the body style almost untouched. Commercial variants were not upgraded to third series specifications, as during 1959 they were phased out in favour of a forward control full-fledged van using Appia drivetrains, the Lancia Jolly . First series Appias were only offered in factory body styles. This changed with

3672-450: The lack of a spark plug means that the compression ratio must increase the temperature of the air in the cylinder sufficiently to ignite the diesel using compression ignition . Compression ratios are often between 14:1 and 23:1 for direct injection diesel engines, and between 18:1 and 23:1 for indirect injection diesel engines. At the lower end of 14:1, NOx emissions are reduced at a cost of more difficult cold-start. Mazda's Skyactiv-D ,

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3744-401: The later years other variants were added to the official portfolio: Vignale's Lusso, Zagato's GTE and Sport, and Viotti's Giardinetta. All of these variants were built on the 812.01 type chassis with the more powerful engine and floor shifter; when the third series saloon debuted its mechanical upgrades were transferred to the chassis, and the engine gained one horsepower 54 PS. In early 1960

3816-612: The main production cars of these automobile manufacturers. Amongst them were 850, Samantha, Eveline and the Vignale Gamine , based on the Fiat 500 . In 1968, Vignale designed the body of their last prototype, the Tatra 613 . Vignale was taken over by De Tomaso in 1969 who already owned Carrozzeria Ghia . Shortly after selling, Alfredo Vignale died in a car crash on November 16, 1969. Both coachbuilders were sold to Ford in 1973 but

3888-603: The name was taken over by Ford Motor Company (which had majority ownership of De Tomaso). Since then, Ford has continued to use the name sporadically to the present day. Up to present days, Ford of Europe released Vignale versions of models Mondeo , Edge , Fiesta , Focus , and Kuga , among others. The first body on a Fiat 500 Topolino base was made in 1948, followed by a special Fiat 1100 . Most customers were Italian firms, such as Cisitalia , Alfa Romeo , Ferrari , Fiat , Maserati , Lancia . In 1952, Vignale collaborated with Briggs Cunningham to jointly produce

3960-631: The previous humps over the rear wheels; the nose was longer, and the under elongated Plexiglas covers the headlights were set deeply into the wings. At the rear the tail lights were partially sunken in and crowned by protrusions in the bodywork. The GTE went through numerous updates. In the Spring 1959 chassis upgraded to third series specifications were phased in. From the autumn newly enacted Italian traffic laws prohibited headlights cover. GTEs for Italy and some export countries had open headlights, and modified bodywork setting them further forward. During 1960

4032-663: The rear tail lights, grouped in a single unit making up the edge of the rear—more vertical—tail fins. In the spring of 1960 the updated 60 HP engine was adopted. Later in the production run production was moved to Carrozzeria Viotti . Viotti-built cars were identical to Pinin Farina's, although late ones were based on a reinforced 812.04 chassis and had fibreglass instead of aluminium dashboards, and steel instead of fibreglass boot lids. Production amounted to 302 second series cars all built by Pinin Farina, and some 785 third series cars made by Pinin Farina and Viotti. 1,087 cars were built overall, from 1957 to 1963. Vignale's creations from

4104-494: The rear wings and Plexiglas-covered headlamps, and gained a new grille which would set the template for all future Appia Zagato. All these cars differed a lot from one another. After this first run of prototypes two models were more or less standardised and built in roughly 150 examples. These were the Appia GT, with open headlights carried over from the saloon, and the same 53 PS engine found on other coachbuilders' models; and

4176-580: The remaining 9,768 left hand drive. The Appia sold in smaller numbers than projected. In 1956, Italian car magazine Quattroruote attributed this to the price, competition from the Fiat 1100/103 and Alfa Romeo Giulietta , and a host of minor flaws, e.g., the aluminium bumpers (which however were shared with early Aurelias) — indicating a hasty, low-priority development when Lancia was diverting many of its limited resources to its sports car racing efforts. In April 1955 engineer Antonio Fessia joined Lancia as technical director , and started off fixing

4248-510: The right hand one for all intake valves, driven by a chain with hydraulic tensioner. The cylinder heads were aluminium , as were crankcase and oil pan , integrated in a single casting; the cylinder block was cast iron . The transmission was a four-speed gearbox , the top three synchronised . The clutch was dry single plate, mechanically actuated. An S1 Berlina saloon tested by the British The Motor magazine in 1954 had

4320-423: The same combustion temperature to be reached with less fuel, while giving a longer expansion cycle, creating more mechanical power output and lowering the exhaust temperature. In petrol (gasoline) engines used in passenger cars for the past 20 years, compression ratios have typically been between 8:1 and 12:1. Several production engines have used higher compression ratios, including: When forced induction (e.g.

4392-494: The second and third series Appias, which were also built as a platform chassis intended for coachbuilt bodies. Towards the end of 1955 a first batch of 14 chassis based on the brand new second series Appia were built and handed over to some of the most prominent coachbuilders of the time: Allemano , Boano , Ghia Aigle , Motto , Pinin Farina , Vignale and Zagato . Initially all fourteen chassis were coded tipo 812.00, based on standard saloon mechanicals; five of were upgraded to

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4464-460: The sportier Appia GTS, with faired in headlights, a more streamlined body, often a double bubble roof, and a tuned 60 PS engine. The interior carried over the standard car's steering wheel but added tube-framed leatherette sport seats; on the GTS a wood-rimmed steering wheel and bucket seats were optional. At the 1957 Mille Miglia three Zagato Appias scored a remarkable 1-2-3 finish in their class:

4536-424: The static compression ratio is 10:1, and the dynamic compression ratio is 7.5:1, a useful value for cylinder pressure would be 7.5 × atmospheric pressure, or 13.7  bar (relative to atmospheric pressure). The two corrections for dynamic compression ratio affect cylinder pressure in opposite directions, but not in equal strength. An engine with high static compression ratio and late intake valve closure will have

4608-428: The third series Appia berlina, by a V-shaped B- pillar parting the side window from the wrap-around rear window, and by a two-tone paint scheme. The tail lights were trapezoidal element inset in the rear fins. Bodies were steel, with a fibreglass boot lid. With the introduction of the third series Appia in 1959 the coupé was updated too, to a slightly stronger 54 engine. Third series coupés can be distinguished by

4680-471: The third series Appia was introduced at the Geneva Motor Show with a new front end. Lancia's traditional radiator shell-style grille was ultimately abandoned, in favour of an horizontal one inspired by the Lancia Flaminia flagship. Engine power went up again to 48 PS, as did top speed, to 132 km/h (82 mph). The braking system was improved with twin leading shoe front drum brakes and

4752-492: The time and on the client's desires. A Lancia Appia Zagato was raced in the 1959 12 Hours of Sebring , among the drivers was newsman Walter Cronkite . Towards the end of 1958, Lancia turned to Carrozzeria Viotti to build a 3-door estate based on the third series Appia. Named Appia Giardinetta—Viotti's trademark designation for estate cars—the production version was unveiled at the November 1959 Turin Motor Show . Chassis

4824-495: The two single ones, the binnacle held two round instruments, and steering wheel and switchgear went from ivory to black. Despite—previously critical—Quattroruote having declared the Appia "finally accomplished and convincing", sales did not take off yet. In May 1958 daily production still lingered at 27 cars per day, far short of the 50 anticipated during the car's development. In total 22,425 second series saloons were made, only 3,180 of them C10 right hand drive cars. In March 1959,

4896-402: The winner was Luciano Mantovani on a GTS, runner up Enrico Anselmi on another GTS, third the aforementioned Cammello piloted by Giorgio Lurani. At the November 1958 Turin Motor Show , the new Lancia Appia GTE (standing for Gran Turismo Esportazione ) was introduced, with deliveries starting in January 1959. The GTE marked an important change in the relationship between Zagato and Lancia: it

4968-428: Was extensively modified, receiving a new 808.21 type code: a three-door layout was chosen, adding a centre pillar (the Appia saloon had none) to strengthen the body, and the rear part of the platform was altered to lower the boot opening. Despite looking very similar, little more than lamps and interior details were carried over from the saloon's bodywork. The body was widened 6 cm (2.4 in), which in turn required

5040-499: Was introduced in April 1953 at the Turin Motor Show . The chassis code is C10 for the right hand drive saloon—the standard version, as was customary at Lancia—and C10S (from Sinistra , Italian for "left") for the left hand drive variant, available on request. Under the Appia's bonnet there is a 38 PS 1.1-litre engine, which according to the manufacturer could push the car to 120 km/h (75 mph). The body style

5112-416: Was the first Zagato car to be included in Lancia's price lists and sold by Lancia dealers. For Lancia Zagato went from a buyer of chassis to an official supplier of specially bodied finished cars. First shown to the public at the 1958 Turin Motor Show , the first GTEs were delivered in early 1959. GTE bodywork was more low slung and streamlined than its predecessors'. The car had a continuous waistline, without

5184-447: Was victorious at that year's Cortina concours d'elegance . Later it was outfitted for racing—applying an amaranto (dark red) livery, removing the bumpers and fitting more conventional looking bonnet and boot lid—and entered at the 1957 Mille Miglia . During early 1957, Zagato built some 30 more Appias, which remained somewhat similar to the first Cammello, but lost the humps on the bonnet and boot lid, donned thin vertical fins over

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