Miguel Sánchez
In 1969 the situation of Lancia was really desperate. Anchored in expensive and outdated manufacturing methods, it was unable to compete in an increasingly technical and massive scenario. In addition, he dragged a debt amounting to billions of liras. A weight that made it completely impossible to develop a renewed range for the competitive seventies. Thus, the Pesenti family - owner of the brand since it was bought in 1955 from the descendants of Vincenzo Lancia - did not know what to do even in the immediate future. Certainly a desperate situation. Even more so if we take into account how Ford was hunting for prestigious Italian brands in order to enter the high-end and competition.
At this point, the risk of seeing Lancia become a subsidiary of the American giant was something quite tangible. In fact, everything that happened between Ford and Ferrari was still very recent. With that symbol of the Italian automotive industry about to have fallen under the capital of Detroit had it not been for Enzo Ferrari's stubborn pride in not losing the management of the Scuderia. A worrying panorama for the Italian industry to the point of provoking movements in the spheres of political power. In this way, the Christian Democrat government promoted the purchase of Lancia by the FIAT Group at the symbolic price of one lira.
Thanks to this, it was possible to shield the historic brand under a national direction. Trusting that Gianni Agnelli could clean it up with his management at the height of the times. Something that happened, giving its first fruits in 1972 thanks to the Lancia Beta and the imminent presentation a year later of the Stratos HF. Nevertheless, Lancia's shelter under the FIAT umbrella was not good news for Alejandro De Tomaso. Based in northern Italy since 1955, this Argentinian got his first taste of mechanics working alongside the Maserati brothers in the OSCA workshops. After this, in 1959 he founded his own sports car factory, becoming involved in F1.
In addition, in 1964 he finally managed to launch his first production car under the name of Vallelunga. A balanced and lightweight mid-engine model built on a forged steel center beam chassis. With all this, De Tomaso began to carve out a visible niche among the builders of performance models installed in the outskirts of Modena. Something that was not enough for him because, not in vain, In addition to the passion for design, this man harbored an unusual financial fury. In this way, in 1967 he bought the historic Ghia coachbuilding with the intention of making it a profitable company.
However, even that did not seem to be enough. Moreover, his real ambition was not to consolidate his own range of sports cars. He but in directing some of the historic Italian sports houses. Something that, obviously, he could never achieve on his own. However, since Ford was on the prowl to acquire brands in Italy, De Tomaso harbored the hope of mediating in some commercial operation under the condition of being appointed as director. Thus, she took advantage of his friendship with Lee Iacocca to hatch a really Machiavellian plan.
LANCIA FULVIA HF COMPETIZIONE, AT THE SERVICE OF THE MACHIAVELLIAN
In the late sixties, Lee Iacocca was one of the strong men at Ford. Protected by the success of the Mustang, the problems derived from the Pinto had not yet occurred, nor the bitter controversies over the incorporation or not of Japanese technology. In this way, De Tomaso knew that to influence Iacocca was to influence the management of one of the most important automobile companies on the planet. Put in this position, wanted to promote the purchase of Lancia by Ford. Always under the idea that the Americans would place him as its director.
Without a doubt a Machiavellian plan. However, even with the necessary contacts, he did not stop needing a claim. A kind of Trojan horse put at the service of De Tomaso's interests. Even more so if, as was his idea, wanted to present the acquisition of Lancia as a way to enter the segment of the most striking sports cars. Thus, Ghia hired Tom tjaarda -who had already gained fame thanks to the FIAT 124 Spider- in order to make a breakthrough prototype with the Fulvia as a base. All this with the adventurous idea of making it compete in Le Mans 1970.
Put in this situation, Tjaarda and the Ghia workers were quite quick to have the Lancia Fulvia HF Competizione ready for the Geneva and Turin salons in 1969. Places where De Tomaso would be in charge of expanding the idea of what, given the opportunity , he could do Lancia if Ford trusted him as director of it. A well calculated plan, since this prototype was better designed than it might seem. Not surprisingly, under its futuristic lines, the Lancia Fulvia HF Competizione was conceived as an easily mutable GT for the circuit. In fact, elements such as the rear spoiler are removable, without the need to go through the workshop. This was intended to place Lancia in the market niche relative to those who wanted a model for day to day without giving up running on Sundays.
However, De Tomaso failed to convince Ford prior to FIAT's purchase of Lancia. Final point for this vehicle born from the entrepreneurial impetus of the man who, months later, would sell Ghia to Ford so that it would turn it into its most refined line of finishes. Also, his machinations in the Italian business world led him to run Maserati by state designation after it was abandoned by Citroën in 1975. An activity that continued until 1993 with the sale of the trident brand. Interestingly, the same FIAT that broke their plans with the Lancia Fulvia HF Competizione twenty-four years earlier.
Photographs: RM Sotheby's
