RE: interesting car (inboard brakes)

["Anthony K.B. Chan" <chan@seattleu.edu>]

Remember their group B rally car Lancia Delta with both a turbocharger and 
a supercharger?

Anthony Chan, First Hill, Seattle, WA, USA.
chan@seattleu.edu
92' 100 V6 Tornado Red.

On Fri, 6 Dec 1996, Peter Henriksen wrote:

> Date: Fri, 6 Dec 1996 12:54:47 -0800
> From: Peter Henriksen <peterhe@microsoft.com>
> To: "'gil@west.net'" <gil@west.net>,
>     "'quattro@coimbra.ans.net'" <quattro@coimbra.ans.net>
> Subject: RE: interesting car (inboard brakes)
> 
> This reminds me about an article I read on Lancias a while back.
> Apparently, Lancia used to be *the* company to beat with regards to
> being ahead of their time. All sorts of goodies implemented way long
> before the major manufacturers even knew what they were. Unfortunately,
> they didn't do a good job of selling their cars and were always in
> financial trouble.
> - peter
>   peterhe@microsoft.com - http://www.geocities.com/MotorCity/1001
>   91 200qw
>   94 acura legend gs
>   issaquah, wa, usa
> 
> 
> >-----Original Message-----
> >From:	Gil Ceniceros [SMTP:gil@west.net]
> >Sent:	Friday, December 06, 1996 2:16 AM
> >To:	quattro@coimbra.ans.net
> >Subject:	Re: interesting car (inboard brakes)
> >
> >michael mulholland wrote:
> >> 
> >> my 65 rover 2000tc also had inboard rear brakes, and a de dion rear axle
> >> also. it was considered advanced for the time. 
> >
> >My 1965 Lancia Flaminia Super Sport Zagato was a very interesting car.
> >Definitely advanced for it's time. It had a list of features to please
> >the automobile enthusiast. It was #61 of 150 built, and sold for about
> >$9000 in 1965. I bought it from the second owner in 1974.
> >
> >Every piece of this car was a work of art. Unfortunately they went broke
> >while building them.
> >
> >The aluminum 2.8 liter V6 was fed by three 2bbl Weber carbs with 30mm
> >venturis, and rated at 150 HP (conservatively I'd bet). The included
> >angle between cyl. banks was 60 degreees. It had hemispherical
> >combustion chambers, huge valves, and used triple electrode Lodge spark
> >plugs, similar to the w7dtc's we like to use in tq's. The oil pan was a
> >huge finned aluminum casting with 8 qt sump. An oil cooler was fitted
> >and thermostat controlled. The huge main radiator had thermostat
> >actuated louvers to insure that operating temp could be maintained in
> >cool conditions.
> >
> >The transaxle and clutch were in the rear. (Driveshaft running at engine
> >speed). Inside the transaxle was an oil pump to provide a continuous
> >flow to the final drive gears. All 4 forward gears were synchronised.
> >The shift lever was between the seat and driveshaft tunnel and came up
> >right where the hand wanted it to be.
> >
> >Girling disk brakes were fitted, mounted inboard at the rear, with dual
> >circuit hydraulics, with power assist.
> >
> >Suspension was De dion in rear and independent in front with elegant
> >cast aluminun A arm carriers bolted to the subframe.
> >
> >The entire body was a hand formed aluminun skin over steel structure.
> >Trim mouldings around the windows were chromed brass. 
> >Other goodies included telescoping steering wheel, reclining seats,
> >separate heater and vent for driver and passenger, a door into the trunk
> >from the passenger compartment, and a large chrome handle on the dash
> >board for the passenger to use during white knuckle rides.
> >
> >I think it weighed about 3000 lb. It was about as fast as my tq was
> >(before the IA kit), but with much more low end torque. Directional
> >stability on the highway was perfect, you could take your hands off the
> >wheel at 80  and the car went right down the lane.
> >This was a solid and stable car to drive. Good torque at low rev's which
> >blended into a strong power peak coming on at 3500 when the engine
> >really would make a beautiful sound as only an Italian car does. The
> >gearing was quite tall with 2nd good for 65, 3rd to 110 and 4th to 130+
> >. Terrific acceleration and engine braking at 30-50 in 2nd on mountain
> >roads. The suspension was firm at low speeds, but smoothed out like
> >magic at 65 mph and up. The car was balanced perfectly for very accurate
> >handling. Although it requiried some muscle to steer at low speeds, it
> >was fun and predictable, remaining perfectly poised during aggressive
> >cornering thru tight curves as well as very fast highway travel, even on
> >rough pavement. 
> >
> >I have fond memories of many brisk rides with the Flaminia thru the
> >canyons in the Santa Monica Mountains, and 130 mph travel in the Nevada
> >deserts before the speed limit was taken seriously there.
> >
> >I sold the Flaminia SS to a collector in 1989, realizing that it should
> >be restored and preserved rather than be used up. 
> >
> >The Audi Quattro is of course a superior device in many ways, but the
> >last great Lancia was in a different class, second to none for the
> >sensory pleasures of driving, and pure engineering elegance in
> >mechanical design and aesthetics.
> >
> >This thread is bringing back a sick idea of getting a Mondial T cab., V8
> >Quattro valve, Bosch FI, 300 HP, for fun only, of course. If only it
> >could be stealthy and affordable. 
> >Gil Ceniceros
> >88 5ktqw
> >87 5ksw
> >
>