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1970 Lancia Stratos Zero

Bertone's experimentation with the futuristic 'wedge-shaped' design percolated with the one-off Lamborghini Marzal concept of 1967 and the Alfa Romeo Carabo Concept of 1968. Both wore styling by Marcello Gandini of Bertone design studio and would be catalysts for a great design rivalry that would erupt between Bertone and Pininfarina during the turn of the 1970s. Italdesign would join the fray with the Bizzarrini Mantra and the Alfa Romeo Iguana, both wearing interpretations of the sharp-angled, wedge-shaped design. Pininfarina's response wore smoother and curvaceous lines applied to the Ferrari P5, the 512S Berlinetta, and the Modulo.

The car that appeared on Bertone's stand at the Turin Motor Show in 1970 was dubbed the 'Stratos HF,' although Bertone had championed the name 'Stratolimite,' as in 'limit of the stratosphere.' It later became known simply by its internal nickname of 'Zero.'

The chiseled shape of Stratos Zero was a bold design statement, an evolution of the 1968 Carabo, and a foreshadowing of future designs applied to the Countach prototype of 1971. Design elements included a front headlight strip backlit by ten 55W bulbs at the front, while the rear strip used no less than 84 tiny bulbs spread all around the perimeter of the truncated tail. The turn signals used the same lights that lit up in succession from the center to the edges. The full-width row of ultrathin headlights was echoed by the ribbon rear taillights surrounding a mesh grille. Dual exhausts were offset to the side of the protruding gearbox case and flanked on either side by wide tires. The wheel fairings that hugged the narrow cabin provided just enough space to accommodate short McPherson struts. The engine cover was an aesthetically pleasing triangular shape with slats shaped to direct air toward the radiator, which was placed all the way to the rear of the engine bay. The interior cabin, positioned far forward and over the front wheels, was accessed by way of a flip-up windscreen. A sourced hydraulic linkage allowed the steering column to be pushed forward, allowing access to the driver's seat, when the windscreen would lift. A black rectangle at the bottom of the windscreen was a small rubber step plate intended to make entry and exit easier.

The Lancia Stratos Zeo received mechanical components from the Lancia parts bin, including the mid-mounted 1.6-liter Lancia V-4 engine of the Fulvia HF. The sub-chassis and suspension (including the double-wishbones with transverse leaf spring arrangement) were from a Fulvia Coupe that had been involved in an accident, unbeknownst to Lancia. Disc brakes at all four corners provided the stopping power. On the right side of the engine bay was a 45-liter fuel tank and twin fans assisted radiator cooling.

The interior could accommodate two individuals who sat as horizontal and as close to the ground as possible. The seats had a 'chocolate bar' pattern that would later be used on the Lamborghini Countach LP500. The top side windows slid backward into the bodywork. A futuristic instrument panel was offset to the side behind the front wheel arch and had graphics hand-etched in the green Perspex. The steering wheel was made by Italian manufacturer Gallino-Hellebore. The rear-view mirrors were located inside the side scallops providing adequate but limited rear vision. During road tests, a small overhead mirror was occasionally installed. A 'pop-up' wiper was concealed underneath a trap door at the base of the windscreen.

Despite the minimalistic interior accommodations for two occupants, design engineers managed to pen space for a spare wheel and luggage right behind the driver.

In an interview with Giancarlo Perini in 1977, Marcello Gandini remarked: 'The very first Stratos was designed as freely as the Autobianchi Runabout and reached the aim for which it was intended: to establish a bridge between Lancia and Bertone. Having established the bridge, Lancia asked us to come up with an idea for a new sports car that would go rallying in the world championships.'

In 2000, the Stratos Zero received a full restoration in-house at Stile Bertone in Caprie. During the process, the car regained its original bronze livery, which replaced the silver finish it had received after its initial presentation.

by Dan Vaughan

In terms of car design, the most original idea to come out of 1970 was a futuristic prototype by the name of Stratos 0, fruit of Bertone inspiration. It all started with the idea of mounting the engine block from a Lancia Fulvia 1.6 HF on a new base. The engine was centrally mounted in a lowered position, and the suspensions and steering elements were designed according to a revolutionary line, breaking out of any known set moulds. The result is a flowing shape that tapers in sharply at both ends, 358 cm long and just 84 cm high. The presence of the four wheels is the only conceptual link to the contemporary idea of an automobile. The marked shaping of the wings, which accentuate the wedge-shape of the body, and the triangular motif of the roof, and air vents, all serve to underline its stylistic divide from the classic elements of car design. The technical features employed are astounding: the double side windows, the front and rear lights, and the access to the car with the entire front of the vehicle opening up to let the driver literally walk up to the driving seat. The 'Stratoline,' as Nuccio Bertone had initially christened it, goes beyond an exercise in design to represent a global reworking of the actual concept of what makes a car.

by Bertone

by Lancia

Coupe
Chassis number: 820031002333

Designed by Marcello Gandini for Bertone, the Stratos Zero Concept shook the automotive world when it was introduced at the 1970 Turin Motor Show. At a mere 33 inches tall, it may be the lowest drivable car ever made. It is the ultimate Wedge and is considered a styling milestone that influenced many production cars that came after. Entry is through the hinged windshield on this 88-inch wheelbase, mid-engine car. The Stratos Zero was the forerunner of the Lancia Stratos world championship (1974 through 1976) rally car, which bore little resemblance to its predecessor.

This exact replica was produced for a scene in Michael Jackson's 1988 'Moonwalker' movie and was later made fully functional by Andy Saunders of the United Kingdom.

Fifty years later, the Stratos Zero is considered by many to be the ultimate 'wedge.'

A big success by any standard both in and out of competition, the Lancia Stratos was developed as a homologation Special for European rallying. After production ceased, it became a cult car and is now highly-priced as the 'modern classis' it is. Conceived strictly for rallying, the Lancia Stratos, however, makes an exciting road car, though it is very far from GT standards in both luxury and refinement.

The concept vehicle responsible for providing the inspiration for the Lancia Stratos Rally car is the Lancia (Bertone) Stratos. The Stratos featured a 1584 cc V4 DOHC with 115 bhp horsepower at 200 rpm. Designed by Marcello Gandini, the same designer responsible for the Lamborghini Countach and Lamborghini Miura, the Stratos concept was a development of the Bertone-designed Alfa Romeo Carabo concept from 1968. The Carabo concept was also a Gandini creation.

First revealed at the Turin Motor Show in October of 1970, the Lancia Stratos HF prototype was a styling exercise for Bertone. A futuristic design, the Stratos featured a wedge-shaped profile that stood just 33 inches from the ground. Since the vehicle was so low, conventional doors could not be used, and instead, one accessed the interior of the Stratos by a hinged windscreen. Drivers had to flip up the windscreen and walk into the vehicle. Once inside, visibility was quite restricted since the front windscreen was narrow. The cockpit of the Lancia Stratos was designed specifically for fast forest flying.

The body design was predictably minimal to hold down weight and bulk, with its most distinctive features being semi-concealed A-pillars and a door beltline that sharply upswept to the top of the daylight opening. The shape of the resulting unbroken expanse of glass gave the tunnel back roof the appearance of a futuristic crash helmet.

The main body structure was steel, like the chassis, and weight-saving fiberglass was used for tilt-up nose and tail sections. A small box above and behind the powertrain was where cargo space was held. Bins were also molded into the interior door panels for storing helmets.

The same engine utilized on the Lancia 1600 HF Fulvia was used on the Bertone-designed Lancia Stratos Zero prototype. A triangular-shaped panel hinged upwards to allow access to the mid-mounted engine. Developed for rallying purposes, the legendary Lancia Stratos was unveiled in 1974. The production vehicle Stratos was powered by a 2.4 liter mid-mounted V6 from the Ferrari Dino.

Like no other Lancia before or after, the Lancia Stratos was a shock that left enthusiasts and rally fans breathless. For almost a decade, the Stratos streaked across the rally landscape much like a brilliant comet, while discarding past principles, it also fearlessly represented something undeniably new. A phenomenal rally car, the Lancia Stratos set an example to every other car manufacturer in the world. The first viable purpose-built rally car ever built, the Stratos was probably the last purpose-built rally car.

Created by the Bertone coachbuilding company, the Stratos was both radical yet fully functional. Fiorio realized that for Lancia to continue to compete in the World Rally Championship, the Fulvia HF would need a much more powerful replacement. A the time, four-wheel drive was not an option, so a mid-engined configuration seemed ideal. To reinforce Fiori's convictions, the Bertone show car was featured soon after with a mid-engine Fulvia V4.

The introduction of the Ford mid-engine purpose-built GT70 rally car at the 1971 Brussels Motor Show was what truly inspired the impetus behind the Stratos project. It was after this appearance that Lancia's general manager, Pierugo Gobbato contacted Nuccio Bertone. Though the GT70 was actually never put in production by Ford, it was this that sparked the inspiration for the Lancia Stratos.

As always, there was a minimum production requirement of 500 units for the Lancia Stratos. This was an awkward figure that would necessitate funds for at least semi-permanent tooling as well as design and development. This was a job well suited to the Italian industry. Fiorio masterminded the project, and he envisioned a short, wide coupe with a transverse midship drivetrain. Bertone was immediately contracted to style the vehicle and build its unit body/chassis structure.

Forty-three months passed between the time of conception to the actual birth of the Lancia Stratos. The vehicle was developed to take over and make Lancia the outright world rally champ. The Stratos was both short and wide, with a wheelbase of only 7 feet 1.8 inches, and the width of the vehicle was only 5 feet 8.9 inches. Weighing only 1958 lbs, the Stratos was only 3 feet 7.9 inches high. Able to easily exceed 140 mph, the Stratos featured 190 horsepower in roadgoing trim.

Having studied every possible powertrain in the Fiat/Lancia group, Fiorio secured 2.4 liter V-6s and 5-speed transaxles from Ferrari, which was an ideal choice as they'd be installed exactly as the Dino 246. All-independent suspension, rack-and-pinion steering, and four-wheel disc brakes were all specifically designed for the Lancia Stratos.

After 1978, the Stratos was officially retired and no longer officially entered by the Lancia factory. The Lancia team was headed by Sandro Munari, who won its first event as a homologated entry in October 1974. Munari entered 40 events with the Lancia Stratos and won 14. The Stratos also won the World Rally Championship in 1974, 1975, and 1976 and remained competitive for another four years. The final major win came in 1979 when a Lancia Stratos entered by the Monaco importer won the famed Monte Carlo Rally. Finally, the factory retired the Stratos.

by Jessican Donaldson