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1962 Lancia Appia Series III

The Italian car manufacturer Lancia built a reputation based on sophisticated engineering and non-traditional technology. Its Lambda model, introduced in 1922 and produced through 1931, pioneered the use of an independent suspension comprised of a front sliding pillar with coil springs which would remain in use for over three decades. Vincenzo Lancia even invented a shock absorber for the car, and its construction featured a load-bearing unitary body, albeit devoid of a stressed roof. Its narrow-angle aluminum V4 engine used a SOHC design with a single camshaft serving both banks of cylinders.

When Lancia introduced its Appia model in 1953, it continued to use the Lancia V4 engine and the sliding pillar front suspension. It followed the Aurelia, Lancia's first all-new postwar model, introduced in 1950 and endowed with sophisticated features, including the first-ever V6 engine, a transaxle gearbox, and inboard rear brakes. The other model in Lancia's lineup was the Ardea which had been introduced in 1939 and would remain in production through 1953. Beneath its short bonnet housed the smallest V4 engine ever commercialized in a four-door saloon.

The Lancia Aurelia began a tradition in which the car was named after a Roam road. The Via Aurelia was a road that led from Rome to Pisa. Continuing that tradition, the Lancia Appia was named after a Roman consular road, the Appian Way.

The V4
The V4 engine powering the Lambda had a 20-degree narrow-angle aluminum design with a 120mm stroke and, initially, a bore of 75mm resulting in a 2119cc displacement. Lightweight aluminum was used for both the block and head, which is another uncommon feature of the era. It used a single-cylinder head with one overhead camshaft shared by both banks. The 2,370cc version had a 79.37mm stroke, and the 2,568cc version had an 82.55mm stroke size. Versions of this engine were used in the Artena, while the Augusta and Aprilia used an all-new V4 with a 1,196cc displacement using a 69.85mm bore and a stroke of 78mm. In 1939, the engine grew to 1,486cc in the second series Aprilia, featuring a bore and stroke of 74.61mm x 85mm.

The non-traditional V4 configuration where each of its four cylinders is arranged in a V configuration and shares a common crankcase. This design is more commonly used in motorcycles, as its design is much shorter than the more common inline-four engine layout. A disadvantage of the V4 is being inherently wider compared to inline-4 engines, as well as requiring two cylinder heads, two exhaust manifolds, and two valvetrains, and overhead cam engines require two or four camshafts. More traditional inline designs required only one cylinder, one manifold, one valvetrain, and one or two camshafts.

The engine powering the Aurelia was developed by Francesco de Virgilio under the direction of engineer Vittorio Jano. It was one of the first production V6 engines and used a 60-degree design with an all-alloy pushrod, a single camshaft between the cylinder banks, in-line valves, and a hemispherical combustion chamber.

Lancia's use of the V4 engine would continue until 1975, when they were replaced by flat-four engines.

The Lancia Appia V4
Following Vitorio Jano's resignation from Alfa Romeo at the end of 1937, he moved to Lancia, where he was instrumental in many of the designs for the road-going and Grand Prix cars. He later worked for Ferrari, where he designed a new V12 engine to replace the existing inline-4-engines sports cars.

The Appia was designed under engineer Vittorio Jano who was instrumental in designing a new V4 engine with a little over 10-degree angle (10.14 degrees), making it the narrowest angle of any V4 engine. Instead of using overhead camshafts, the new engine used a dual in-block unit with the left-hand side handling exhaust, while the right-hand one was for the intake valves, driven by a chain with a hydraulic tensioner. It displaced 1089 cc, and its four-speed gearbox was built in block with the engine. It had a 68mm bore and a stroke of 75mm, and offered 48 horsepower at 5,000 RPM and 63 ft-lbs at 3,000 RPM. The valvetrain used two angled poppet valves per cylinder, operated by pushrods and rocker arms. The cylinder block was cast iron, but the cylinder heads, crankcase, and oil pan were aluminum. The carburetor was a Solex 32/30 BI single-choke unit.

Specifications
The Series 1 Appia rested on a 97.6-inch wheelbase while Series 2 and Series 3 used a slightly larger 98.8-inch platform. Series 1 cars had a length of 152.2-inch, Series 2 at 157.9 inches, and the Series 3 at 158.3 inches. In comparison, the Aurelia was larger with a 112.6-inch wheelbase and a length of 174 inches. The Appia continued to use the sliding pillar front suspension with hydraulic dampers, a solid axle, rear-wheel drive, and rode on 155HR15 Pirelli Cinturato tires. The Berlina body style used unibody construction, and all Appias were equipped with hydraulic drum brakes on all four wheels. The Series three cars continued to use solid cast iron rear brakes, but the front received twin leading shoes, and finned aluminum drums with cast iron wear rings. A dual braking circuit was another new feature exclusive to 3rd series cars.

Design
Lancia introduced the Appia in April of 1953 at the Turin Motor Show. The vehicle shown was a Berlina (sedan) with styling that was similar to the newly introduced and modern Aurelia, featuring fenders that swept back to form a seamless downward curve, pontoon fenders with subtle flares, a proud grille flanked by split front bumpers, and an athletic stance with a superb poise. As the Ardea was similarly styled (albeit smaller) to the Aprilia, the Appia mimicked the Aurelia's appearance.

The Appia Berlina Saloon was devoid of a B-pillar as its rear doors were aft-hinged in 'suicide' fashion. This design had been first used by Lancia in 1933 on its Augusta model.

Lancia Appia First Series (1953 to 1956)
The first series of the Appia was produced from 1953 to 1956, with 10,257 examples built during that time, including 9,768 with left-hand drive. Its 1.1-liter engine offered 38 PS, which gave it a top speed of approximately 120 km/h (75 mph). The first series of Appia was the only one of the three series to be offered solely in factory body styles. This would change with the 2nd and 3rd series Appias, which were also offered as a platform chassis intended for coachbuilt bodies. Among the list of prominent coachbuilders who would eventually clothe the Appia included Motto, Pinin Farina, Zagato, Allemano, Boano, Aigle, Vignale, and Ghia. Only Pinin Farina and Vignale were selected by Lancia to produce special Appia body styles, with Pinin Farina chosen for its coupe design and Vignale for its convertible.

The doors and rear fenders of the first few thousand Appia vehicles were built from aluminum, as were the bumpers. Although the use of this material made the vehicle lighter, thus improving its performance, it was easily dented, so rubber stripping was added to the bumpers to help protect them from minor impacts.

The interior was comfortable with panno Lancia wool cloth upholstery in grey or beige, with a rear bench and front bucket seats. The shifter was located on the column, and the switches and steering wheel were ivory plastic. The trunk (boot) had space for storage and also carried the spare tire, the battery, and the fuel filler.

Lancia Appia Second Series (1956 to 1959)
Lancia introduced its second series Appia in March of 1956 at the Geneva Motor Show, and 22,425 examples were built by the time the third series arrived in 1959. Only three years separated the arrival of the first and second series, but much had transpired at Lancia during that time. The company had captured two victories and ten podiums in Formula One competition but withdrew from Grand Prix racing in 1955 following the death of Alberto Ascari (who had driven for Lancia in 1954) in a Ferrari sports car at Monza and due to the company's financial problems. Gianni Lancia served as Lancia's president from 1947 to 1955, and the following year, the Pesenti family took over control of Lancia, with Carlo Pesenti in charge of the company. Another major change was the addition of Antonio Fessia, joining the company in April 1955 as technical director. Jano left shortly after when Lancia withdrew from Formula 1.

The absence of the Grand Prix program allowed more time for Lancia's engineering talent to focus on the development of its road-going vehicles, and the arrival of new leadership and new talent meant that many of the Series 1 shortcomings were quickly resolved. The Series 2 cars received a more powerful 43.5 PS engine with 56 lb/ft of torque, thanks to a different camshaft profile, a new carburetor, new pistons, redesigned cylinder head with hemispherical combustion chambers, and a new arrangement of valves. The compression ratio had decreased slightly, from 7.4:1 to 7.2:1. The vehicles built as rolling chassis had higher compression (from 7.2:1 to 8.0:1), and a Weber 36 DCLD 3 twin-choke carburetor which brought power to 53 PS and 64 lb/ft of torque. The wheelbase grew by 1.2 inches and its length by 5.7 inches, bringing it closer in size to its Aurelia sibling. The increase in size allowed for a larger trunk (boot) and greater rear-seat accommodations. The front bucket seats of the Series 1 cars gave way to a bench, and the ivory steering wheel and switchgear were now black. A binnacle housed two round instruments.

Lancia Appia Second Series (1959 to 1963)
The third and final version of the Appia arrived in 1959, and once again, Lancia chose the Geneva Motor Show for its unveiling. Horsepower rose to 48 PS, the braking system improved, and the traditional radiator shell-style grille was replaced by a more modern, horizontal design inspired by the Lancia Flaminia.

The Appia's successor was the front-wheel-drive Fulvia powered by Lancia's final narrow vee V4 engine.

Coachwork by Pinin Farina
Lancia's relationship with Battista 'Pinin' Farina dates to the inception of 'Carrozzeria Pinin Farina,' when, in 1928, Battista broke away from his brother's coachbuilder firm, Stabilimenti Farina. Financial help for this venture was provided by his wife's family and Vincenzo Lancia. During the 1930s, Pinin Farina built bodies from Lancia (among others) and was the first coachbuilder to build bodies for Lancia's pioneering unibody chassis.

In the post-war era, Pinin Farina and his son Sergio drove two cars wearing their coachwork (a Lancia Aprilia Cabriolet and an Alfa Romeo 6C 2500 S) to the 1946 Paris Motor Show, even though Italian companies had been banned from the show. Instead, they parked near an entrance, upsetting management but capturing the hearts and admiration of the press and the public.

At the 1956 Turin Motor Show, Pinin Farina displayed a four-seater coupe based on the First Series Appia, which failed to impress Lancia management. Pinin Farina's second prototype attempt was a 2+2 based on the Second Series chassis and shown (with Lancia's approval) at the Geneva Motor Show in March of 1957. Following the show, the design entered limited series production and was known as the Appia Coupe. Among its most distinguishable features was its grille which foreshadowed the design worn by the third series Appia Berlina, as well as Pinin Farina's own Lancia Flaminia. It had a two-tone paint scheme, trapezoidal-shaped tail lights inset in the rear fenders, a wrap-around rear window, and a V-shaped C-pillar. When the Third Series Appia's arrived, the styling of the Appia Coupe was mildly updated, with the taillights now grouped in a single unit. Beginning in the spring of 1960, the more potent 60 horsepower was installed underhood.

During the mid-1950s, Pinin Farina purchased land in Grugliasco, outside Turin, for a new factory. Around this time, a Pinin Farina design had been accepted by Alfa Romeo over Bertone for the new Giulietta Spider. This vehicle would be the first that Pinin Farina would produce in large numbers. Additionally, Pinin Farina's involvement with other manufacturers had grown, including Ferrari, with every road-going production Ferrari from the early 1950s to the 1973 Dino 308 GT4 and 2013's LaFerrari wearing one of their designs.
With increasing responsibility and moving into new facilities, the later production Appia Coupe bodies were built by Carrozzeria Viotti to Pinin Farina's design. The Pinin Farina and Viotti-built cars are indistinguishable except for the later-built examples with fiberglass instead of aluminum dashboards. The trunk (boot) lids were built from steel instead of fiberglass.

Between 1957 to 1963, a total of 1,087 examples were built, including 302 second-series cars (all built by Pinin Farina), and around 785 third-series cars made by Pinin Farina and Viotti. These vehicles rested on a 98.8-inch wheelbase and measured 162.6 inches in length.

Coachwork by Zagato
Coachbuilder Zagato clothed 721 examples of the Appia, with most of the designs reflecting its builder's sporty intentions, with many making extensive use of aluminum over the boxed steel framework. Between 1957 and 1962, Zagato built four distinct 'Coupe' versions based on the Appia Berlina, with many finding success in motorsport competition.

Zagato's first design bestowed upon the Appia wore the company's signature double-bubble roof, along with similar 'bubbles' to its boot lid and bonnet. These unique features earned it the nickname, the Appia Cammello - 'Camel'. This prototype vehicle, chassis number 1005 on a type 812.01 chassis (2nd series), was introduced to the public in 1956 at the Turin Motor Show. It initially wore a two-tone blue and white paint scheme, the split front bumpers with over-riders, and round headlights. Its elegant design earned it 'best of show' at that year's Cortina Concours d'Elegance. When it arrived at the 1957 Mille Miglia, it had been finished in a dark red (amaranto) livery, and its bumpers had been removed. Additionally, the unique double bubble boot lid and bonnet had been removed and replaced by ones with a more conventional design. Three Zagato-bodied Appias scored a 1-2-3 finish in their class at the Mille Miglia that year. The first Lancia across the line was a GTS driven by Luciano Mantovani, followed by Enrico Anselmi (in a GTS), and then the Cammello driven by Giorgio Lurani.

The racing version of the Appia Cammello was used for the Appia GT, built in early 1957. Approximately 30 examples were built, and since they were hand-built, minor differences exist between each example. Most wore the more traditional boot lid and bonnet, plus Plexiglas-covered headlamps, a new grille, and thin vertical fins over the rear wings. Power was supplied from the 53 PS engine.

Many of the Appia GTS examples had a double-bubble roof, a 60 PS engine, faired-in headlights, and a more streamlined body. The interior housed a wood-rimmed steering wheel, while the GT version used the standard Appia steering wheel. The GT and GTS had tube-framed leatherette sport seats, with bucket seats offered as optional equipment.

Zagato returned to the Turin Motor Show in 1958 with another Lancia creation, this time, it was dubbed the Appia GTE - Gran Turismo Esportazione. This was the first Zagato-bodied car to be included in Lancia's literature and sold by Lancia dealers. Deliveries began in January 1959.

Zagato had continued to streamline its design, resulting in an even lower and more aerodynamic shape, with a longer nose and elongated Plexiglas covers shielding the headlights. The overall design was smooth, continuous, clean, and devoid of the previous humps over the rear wheels. In the back, the taillights were partially sunken into the bodywork. Approximately 167 examples received the 53 PS engine and 134 with the 60 PS unit.

Again, since these were hand-built vehicles, the designs varied slightly, and due to newly enacted traffic laws, various modifications were made accordingly. Since Italian traffic laws prohibited headlight covers (beginning in autumn of 1959) and other export countries did the same, open headlights were positioned farther forward in the bodywork.

The final Zagato-bodied Appias was the Appia Sport introduced in March of 1961 at the Geneva Motor Show. They rested atop a short 92.5-inch wheelbase (the GTE had a 98.8-inch wheelbase) and were built from 1961 to 1963. It wore similar bodywork to the GTE, with design adaptations made to accommodate the shorter platform performed by Ercole Spada, who had just been hired at Zagato. Instead of covered headlights, the Sport had similar units to the ones used by the open headlight GTE. It had a fastback roofline with a much-rounder design and its taillights were fully inset into the bodywork.

The Lancia Appia Sport was the most standardized of all the Zagato-bodied Appias and has the fewest differences between each vehicle. Changes exist, however, mostly due to part availability and the client's request. They were also the only Appia Zagato for which production numbers were recorded. Production began in March of 1961 with chassis number 1001 and ended in January 1963 with chassis number 1201. A total of 200 examples were built.

Coachwork by Vignale
Vignale displayed two Lancia vehicles at the 1956 Turin Motor Show, with one being a coupe named the Appia Sport and the other the Gran Lusso. The 'Sport' wore a design similar to their Lancia Aurelia 'Raggio Azzurrio', and the Gran Lusso was a two-door saloon. Neither of these was an open-top body style, yet Lancia selected them to build a cabriolet version of the Appia.

The Lancia Appia Convertible was introduced at the 1957 Turin Motor Show and remained in production through 1962, with 1,584 examples built during that time. Its design was courtesy of Giovanni Michelotti and was initially a two-seater, but later reworked to accommodate two rear occasions seats (a 2+2). The 53 PS engine remained underhood through 1959, when it was replaced by the 54 PS version, and finally, in 1960, it was displaced by the more potent 60 PS version.

Vignale's other contribution to the Appia was the Lancia Appia Lusso or Berlina Lusso. It was shown in 1958 at the Turin Motor Show and was a two-door saloon with large windows, frameless doors, and styling by Michelotti. It was slightly larger, longer, and taller than the convertible but with the same 98.8-inch wheelbase. It had a length of 170.9 inches compared to the convertible's 163.4-inch size. Between 1959 to 1962, a total of 477 examples of the Appia Lusso were built.

When production of the Appia ceased in 1963, it was replaced by the Fulvia.


By Daniel Vaughan | Jan 2022

Related Reading : Lancia Appia History

One of the most important Lancia models was the Lancia Appia. Available as a two-seater from 1957 to 1959, the Appia convertible was also available as a 22 with a welded hard-top from 1959 until 1962. Many people referred to the 22 Convertible as the Lusso due to the fact the Coupe and 22 shared many similarities, were built in the same period, and needed a distinction.During the 1950s,....
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Performance and Specification Comparison

Price Comparison

$390-$3,000
1962 Appia Series III
$4,000-$16,700
1962 Lancia Appia Series III Price Range: $3,000 - $4,000

Compare: Lower | Higher | Similar

Other 1962 Lancia Models
$2,940 - $4,050

Appia

Specification Comparison by Year

Year
Production
Wheelbase
Engine
Prices
97.80 in.
4 cyl., 66.52 CID., 38.00hp
97.60 in.
4 cyl., 66.52 CID., 38.00hp
98.80 in.
4 cyl., 66.52 CID., 44.00hp
4 cyl., 66.52 CID., 48.00hp
4 cyl., 66.52 CID., 53.00hp
$2,850 - $4,875
98.80 in.
4 cyl., 66.52 CID., 44.00hp
$2,850 - $4,875
98.80 in.
4 cyl., 66.52 CID., 44.00hp
$2,845 - $4,870
98.80 in.
4 cyl., 66.52 CID., 44.00hp
4 cyl., 66.52 CID., 48.00hp
$2,851 - $4,870
98.80 in.
4 cyl., 66.52 CID., 48.00hp
4 cyl., 66.52 CID., 60.00hp
$3,000 - $4,000

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