1983 Lancia LC2

Coupe
Chassis number: 002

For the 1983 season, Lancia returned with the LC-2, following a promising 1982 season with the LC-1 Group 6 prototype. The 1982 season had been a learning year for Lancia, and for the following year, Lancia and racing team manager Cesare Fiorio designed and entered basically an entirely new car. Power was from a Ferrari-developed engine that had twin KKK turbochargers and produced approximately 850 horsepower. The LC2 had an aerodynamic, closed coupe bodywork that complied with Group C regulations. The V-8 engine became the center of the chassis and was rigidly affixed as an integral part of the chassis structure. Cooling the powerplant was a front-mounted radiator and twin intercoolers, with power being sent to the rear wheels via a Hewland five-speed manual transaxle.

The chassis was developed by Dallara Automobili, working with car construction company Abarth, and overseen by Cesare Fiorio. Dallara fabricated the aluminum tub chassis and Kevlar bodywork. The LC-2 bodywork featured a large front opening and a very large rear wing and underbody 'ground effects.'

The LC-2 enjoyed some promising racing moments, though it would never receive the development needed to compete in endurance events against the legendary Porsche 956s.

This car is Chassis number 002. It was constructed in 1983 and raced as the Lancia/Martini works car from 1983 to 1986. There were only five examples built during that period, with chassis number 002 competing in more races than any of the other cars.

In 1983, this car raced in nine world-championship events beginning with the 1,000km of Monza driven by Riccardo Patrese and Michele Alboreto to a 9th place finish. Next, the car competed at Silverstone, Nürburgring, and Le Mans, always qualifying in the top ten but unable to finish. At Brands Hatch, the car qualified 5th and finished 4th. The next race was at Imola, where it was piloted by Teo Fabi and Hans Heyer to its first win for the Lancia/Martini works team. It would finish in second place at both Mugello and Kyalami, as well as a 7th place at Spa.

In 1984, its first race was at Monza, where it was driven by Patrese and Bob Wollek. It qualified 4th and set the fastest lap of the race. Sadly, mechanical difficulties sidelined the car once again. It finished 12th overall at the 1,000km Nurburgring and qualified on pole at the 24 Hours of LeMans. It set the fastest lap of the race and finished 8th overall behind several Porsche 956s.

The following year, it qualified 3rd at LeMans and would lead the race for more than half the distance. It would finish in 6th place. During the race, the car recorded speeds of 246 mph on the Mulsanne Straight, giving credence to the claim that the LC2 was one of the fastest endurance racing cars ever produced.

The final outing for this car was at SPA, where it qualified on pole and finished in 4th.

The current owner acquired the car from Lancia-Fiat Auto S.p.A. in 1988. Since that time, it has undergone a meticulous ground-up restoration. Total restoration costs exceeded $350,000, a sum that included 4,000 man-hours of labor, a variety of components, and various subcontract work.

In 2010, the car was offered for sale at the Gooding & Company auction held in Pebble Beach, CA. The car was estimated to sell for $1,000,000 - $1,400,000. The car would leave the auction unsold.

by Dan Vaughan

Lancia's re-introduction into the world of racing began with their 1.4 liter turbocharged four-cylinder racer dubbed the Beta Monte Carlo. With its engine size, it qualified for the under-two-liter category of the Group 5 class. Its potential was immediately realized, and it dominated the 1979 through 1981 seasons, winning the class World Championship. For the 1982 season, Lancia wanted to showcase their potential in an even more competitive class.

Lancia created a spyder-bodied, four-cylinder racer called the LC1. It was built to Group C class specifications which focused heavily on limiting the amount of fuel used throughout the race. The four-cylinder engine was relatively fuel efficient, but it was seriously lacking in power when compared with its competition, such as the Porsche 956. Lancia did not have an engine to combat its competition, so it turned to Ferrari, which supplied a 308 QV variant. The DOHC V8 engine was modified to displace 2.65 liters, and two KKK turbochargers were adopted. The legendary turner, Abarth, was tasked with performing the engine modifications. The 2.65 displacement size was chosen so that it would be eligible for competing at the Indianapolis 500. The engine was matted to a Hewland five-speed manual gearbox with disc brakes at all four wheels. The chassis was designed by Giampaolo Dallara and comprised of carbon-fibre and kevlar. Ground effects were formed to create additional downforce. A radiator was used to cool the engine, while intercoolers kept the turbo at a reasonable temperature. The LC2 was finished in a white color with Martini stripes. Red and blue stripes were adorned over the front wheel wells.

At the 1983 Le Mans race, Lancia entered three examples of their LC2 racers. The vehicles proved their capability with speeds that rivaled those of the Porsche 956's. During the first few hours of the race, it appeared as though Lancia might emerge from the race victorious. This would not be the case; by the thirteenth hour, all three racers had retired due to various mechanical difficulties. Porsche went on to get the first eight places, humiliating the rest of the field.

For the following LeMans race, Lancia came even more prepared. Their engine was improved to displace even more horsepower while achieving better fuel economy; even the aerodynamics had been improved from the prior year.

Lancia entered two works cars for the 1984 LeMans endurance race. Since Porsche had chosen to boycott the race due to problems with the event's organizers, Lancia was poised to take home the checkered flag. During qualifications, Lancia secured both cars in the front row. During the first few hours of the race, the Lancia's were virtually un-contended. Bob Wollek recorded the fastest lap in his LC2, and the work's cars were on their way to victory. Unfortunately, mechanical difficulties again plagued the cars resulting in a disappointing eighth place. The engine and aerodynamics of the car were its strength, but LeMans tests much more than that. The twenty-four hours of racing at high speeds tested the cars, drivers, and teams. Lancia had only a portion of this formula worked out.

A third visit to LeMans in 1985 saw further improvements to the racer. The engine had been enlarged to three-liters boasting an impressive 850 horsepower. During qualification, the car earned a third-place grid position. At the start of the race, the car quickly muscled its way to the front of the pack. Everything was set for Lancia to experience the success they so desperately sought. They had seen much success on the World Rally Championship with their Lancia Fulvia and Stratos and wanted to prove their potential at LeMans. Sadly, when the checkered flag fell, the two works cars had managed a sixth and seventh-place finish. Mechanical difficulties had again plagued the car's potential. Just as they had done in 1955, Lancia decided to retire from road racing.

During its career, the Lancia LC2 had captured two championship races and a second-place finish in the World Championship.

by Dan Vaughan