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Lancia Gamma Coupé, the last of the line

The early XNUMXs were uncertain times for Lancia's then bloated technical department. It was true that the new FIAT standard had kept the entire team of engineers on staff that sustained with dignity during the previous decade the tradition of innovation and refinement that constituted the hallmark of the brand. However, even they were aware that the high costs associated with such a mindset were primarily responsible for the chronic financial strains suffered by the legendary pilot Vincenzo Lancia's banner, despite its success.

On the other hand, FIAT's inclination towards rationality, economies of scale and, ultimately, profitability, did not bode well in this regard, although it was also evident that the main asset of the house was its technological prestige. Without it, the introducing manufacturer of the freestanding body or independent suspension was nothing.

History and the present show us that FIAT has not yet been able to find a solution to this dilemma… Perhaps because it was impossible after the paradigm shift that caused the first oil crisis. And, also, that the continuous changes of course to which the centennial Lancia has been subjected during that search have ended up completely denaturing it. Even so, on this sad road there were flashes of lucidity that gave rise to hope: The Gamma Coupé is one of them.

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A cutting-edge car

We do not know for sure why the all-powerful Fiat agreed to give Lancia carte blanche to manage the Gamma project in its own way, when it had already shown its desire to make it play according to the new rules during the Beta gestation.

It is the majority opinion that behind this decision was the will of the Turin multinational to gain a significant market share in the luxury vehicle segment. The modest results of the Fiat 130 made it clear to the group's management that Fiat, as a brand, did not have the right image to attack BMW, Mercedes or Jaguar. Since, as we have said, prestige is Lancia's main asset and the luxury saloon and coupé niche one of its specialties, it is reasonable to assume that FIAT tried to value its recent purchase.

In addition, leaving full freedom to the engineers, they would not distort the test result and could see to what extent the 'Lancia philosophy' was compatible with the interests of the house; that is, if the image enhancement made up for the extra design and production costs. There is also talk of an alleged agreement between FIAT and Citröen (another lover of innovation) that failed for political reasons, which could also have a lot to do with this decision (bullfighting shame?).

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Gamma Coupé dimensions

Whatever the cause, the truth is that, in view of the technical sheet, the conditions imposed by the search for economies of scale were conspicuous by their absence in the development of the Gamma project. FIAT gave Lancia engineers the opportunity to once again display their proverbial creativity and they did not hesitate to take advantage of the recovered freedom.

A first proof of this is the choice of a four-cylinder boxer powerplant for the new model: Although economic rationality advised starting from the magnificent V6 of the Fiat 130, still to be amortized and susceptible to a great additional development, the Turinese house decided to design from Zero a very unconventional engine structure, as well as expensive and commercially risky. Their objective was to provide the Gamma with outstanding habitability and, above all, an outstanding dynamic behavior.

But this is by no means the only example of the Lancist idiosyncrasy in the development of the new FIAT flagship. Against what was customary to do in the high segment, they opted for front-wheel drive, thus concentrating the engine-transmission assembly on the front axle, integrating all of this into an independent subframe bolted to the self-supporting body. This not only benefited the habitability - again - but also the passive safety of the model, since in the event of a serious collision said subframe would move under the cabin.

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Rare 4-cylinder boxer engine in aluminum

Likewise, by means of this accumulation of weight on the steering axle, it was possible to provide the steering with great precision and the vehicle with an almost perfect weight distribution when driving at full load. The Gamma is, according to this scheme, a profound revision of the Flaminia whose space came to occupy as the top of the range from the experience gained by the brand in the sixties in terms of boxer engines (Flavia) and front-wheel drive. Already in a more predictable plane, regarding the suspension, an independent four-wheel was installed; and as for the brakes, two pairs of double-circuit discs.

In short, a brave and risky bet to offer a balanced car with a strong personality. With a vocation to make its driver enjoy the route to the fullest, without concessions to fashions or production costs.

To finish the job and dress the new machine, In the purest Lancia tradition, two Pininfarina-designed bodies were chosen: An interesting saloon inspired by the visionary Fioravanti aerodynamic prototype that the bodybuilder presented to BMC in 1967, and the coupe that illustrates these pages. Ten centimeters shorter than the saloon, its slim line takes advantage of and accentuates its low center of gravity which is for many another of the model's great successes. This car turned out to be the latest fruit in the long and hitherto uninterrupted collaboration between Lancia and Pininfarina.

Pininfarina initial design
Initial sketch of Pininfarina

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The Lancia philosophy

The century-old brand founded by one of the aces of motorsport of the heroic era, manufactured vehicles for decades that captivated gasoline lovers like few others. To those willing to pay a little more for a machine that, beyond efficiently and rationally solving transport needs, would allow them to enjoy driving with the satisfaction provided by creative solutions and a job well done.

The formula he used to achieve this was never a secret: an obsession to develop balanced vehicles capable of guaranteeing the best behavior on the road, without fear of betting on avant-garde technical solutions and with the capacity to execute them with talent. If a good idea could lead to improvement, it deserved to come true, even if your pocketbook suffered a bit.

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Note the low body height of the Lambda, the first self-supporting
Note the low body height of the Lambda, the first freestanding (By Tony Harrison)

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Thus Lancia was the first to install an electric ignition (Theta-1913), to market a vehicle with a self-supporting frame (Lambda-1921), a 5-speed gearbox (Ardea-1948) or a V6 engine (Aurelia-1951), and among the first to develop and sell cars with light alloy engines (usually with compact, closed-V overhead distribution and forced lubrication configurations). Also with independent suspensions, assisted braking systems or transaxle transmissions.

But, still, the most important thing is that these innovations were never out of tune on the whole. When Lancia is associated with elegance, it does not refer so much to the discreet aesthetic beauty of many of its models as to that harmony and technical coherence that is appreciated in everything and in the small details.

The car we are dealing with here is possibly the latest Gran Turismo conceived respecting such romantic style. Unfortunately, its development differs significantly from this one in the lack of attention to detail. In this it was not up to the task required by the Lancia philosophy.

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Lancia Aurelia B20, the first GT (Loaned by Fiat)

Two series

The Gamma was presented at the 1976 Geneva Motor Show, coinciding with the brand's 70th anniversary. It received a very positive reception from the specialized press, who praised above all the dynamic behavior of the vehicle and the timeless elegance of the sleek coupé, archetype of industrial design of the time.

Criticism focused, perhaps unfairly, on its unique boxer engine. We pointed out that undeservedly because, although it was clear that this engine was louder and less smooth than the 6 and 8 cylinder engines that its competitors mounted, on the other hand it had the best weight / performance ratio of those used in its segment (140Kg / 140 CV DIN / 21 Kgfm).

Unlike the saloon, it was not made at the brand's Turin headquarters, but on Pininfarina's assembly lines in Griugliasco, side by side with the Ferrari 400. Priced 25% higher than its four-door sister The first units aimed at the Italian market did not reach dealers until July 1977. The delay in meeting foreign orders was even longer, not starting until well into the year 78.

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Lancia Gamma Coupé Series I, with characteristic wheels and grill, among others

In the Summer of 1980 the Series II was launched in Italy, which incorporated Bosch L-Jetronic electronic injection, redesigned seats, 15 'wheels and numerous small changes. Again, the arrival of these novelties to the international market occurred with a long delay, approximately in the middle of 82.

The vehicle we have used for this test it belongs to a reduced circulation of 200 units that served as a transition between the two series. Pininfarina was providing elements of the second version to vehicles of the first as it depleted its stocks. Thus, it is not uncommon to find in this Gammas mini-series with carburettor engine and its own injection interiors, the new wheels or the new front grille.

In December 1984 production of the model ceased. In total, 6.789 units left the factory, although only 50% mounted the 2.5-liter engine. The other half equipped a 2.000cc variant destined for the Italian market and designed to avoid the high taxation that was levied at that time on large displacement engines - it seems a lie - in the transalpine country.

27 units with injection engine arrived in Spain. We estimate that around 100 of carburetion, although we cannot assure it because we do not know the imports corresponding to 1978 and 1979.

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Series II: Tires with less balloon style make it even more stylish

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Lancia and Pininfarina

We have all heard of the Pininfarina bodybuilder, but few know that his relationship with Lancia far exceeded the cold commercial plane. It was Vincenzo Lancia who nicknamed pinin to the young Battista Farina, then a thirteen-year-old apprentice at the Stablimenti Farina run by his older brother Giuseppe. It was also the Turinese builder who years later encouraged his friend to become independent and provided him with the resources to do so.

In addition, he promised that as long as Lancia existed, there would be a model of the range bodied by him. The promise was kept for half a century - surviving both friends - and produced some of the most beautiful and elegant cars ever conceived, especially in coupe bodywork. Dilambdas, Asturas, Aprilias, Aurelias, Flaminias, Flavias… It was also decisive in the appearance during the fifties of the Gran Turismo (GT) concept.

This collaboration is abruptly interrupted after the Gammas. And this despite the fact that on this occasion Pininfarina not only designed the entire range -including the saloon prototypes-, but also manufactured the complete run of 7.000 Coupés at its Griugliasco plant. A FIAT imposition? Possibly, since the bodybuilder has since limited his relationship with the multinational to Ferrari.

Even so, it is a swan song, an honorable way to end since not a few consider the Gamma Coupé as the archetype of car beauty in force according to the canons of the mid-XNUMXs.

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Lancia Astura, one of the most elegant cars of the 30s (Courtesy of Fiat)

Impressions at the wheel

Sitting behind the wheel of a Lancia Gamma Coupé produces some initial disappointment. After the unequivocal sensation of refinement that the exterior produces, one does not expect to find a door that, due to its enormous dimensions, fits imprecisely. Neither face a dashboard and other automotive furniture made with a clearly improvable black plastic compound. The first creaks eagerly if the suspension fails to fully absorb an obstacle. Nothing to do, really, with the perception of quality that direct competitors such as the Mercedes 280 CE, the BMW 630 and let alone the Jaguar XJS, all of them also presented the same year, provide inside.

The car that we are going to test mitigates this impression a bit because during its recent and complete restoration all the surfaces originally wrapped in cloth were upholstered in leather, an expensive option that the factory only offered with the appearance of the new seats in 1980. Also, An attempt has been made to break the dark monotony of the dash by replacing the standard plastic steering wheel with a Nardi Classico, also an option.

The instrumentation is quite complete although its reading is made difficult by the rudder whatever height it fits. The driving position is low and comfortable; the seats hold properly and the outward visibility is enviable.

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Breathe much better on the open road ...

We put the ignition key and briefly step on the accelerator to activate the automatic choke. Next, we turn the key: the engine starts after a few turns, staying slightly accelerated while it warms up. The first impression transmitted by the five-speed gear lever is not entirely satisfactory. It is accurate, yes, but its long distances are more typical of a truck than of a grand tourer and do not seem suitable for either joyful driving or city traffic.

While we are playing with the gears, the speed of rotation has been placed at its normal level and, the truth, its somewhat irregular march makes us miss the smoothness and consistency of the idle of engines with more cylinders. A longing that is maintained and is even accentuated by the constant starts of driving in the city, leading us to the conviction that this model is certainly not the ideal car to cross it.

Possibly, many of the potential buyers did not go beyond this point before deciding that the Gamma would not be their next frame. It is now time to tell what was lost.

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The instrumentation is complete and attractive, even despite the poor quality of the plastics.
The background of the watches is much more sporty in the first series than in the second

If we put aside the looks of intrigued satisfaction from those who behold it, the Lancia's virtues only emerge on the open road. And they do it with intensity, allowing to downplay the aforementioned defects.

Freed from the tyranny of traffic lights, any action on the accelerator is rewarding. The engine turns smoothly but quickly and firmly from very low rpm, as expected from its consistent torque (21,2Kgm or 208 Nm at 3000 Rpm), available in more than 90% between 1.700 and 5.400 Rpm . The goodness of the thruster does not end here since, as is typical of all boxers, it rotates the more balanced the higher its speed. That, in practical terms, means that mechanics are clearly more willing to give the more they demand. It is what English journalists gave in qualifying as effortless or effortless performance.

This four-cylinder invites you to step on it or use it as a brake by downshifting for the pleasure of changing, from 3.500 laps, its serious noise for a more complex score in which a delicious, high-pitched background hum is combined with a bass metallic purr that appears in the foreground each time the pressure on the pedal is increased. At that moment, the engine seems ready to respond to any demand and the driver has the feeling that there are no limits other than his own common sense and current legislation.

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Above all because the rest of the components responsible for the dynamic qualities of the Gamma are up to the task.

The set's low center of gravity, its structural rigidity, the firmness of the suspension and the precision of the steering make the car behave with astonishing stability, negotiating fast corners as if it were a train and without its driver feeling the presence of other forces in conflict.

On twisting roads the result is even better, because together with the stability just mentioned, an unexpected agility is revealed, more typical of a compact GTI than a car weighing 1.300 kg and four and a half meters long. Against all odds, the analyzed coupe does not under-steer; it connects the curves with neutrality or with a pleasant inclination to oversteer when the driver goes alone, something that he ends up taking advantage of to increase his speed of passage.

With these "wickers" they end up forgetting even the shortcomings of the change since, in fact, most of the contingencies en route are solved by playing with the third and fourth gear, precisely the best interconnected. And it is that the second is totally unnecessary given the available torque, while in fifth the propeller does not reach even half a regime within the current speed limits. Therefore, we can conclude by saying that this car is, first and foremost, a great road car; capable of maintaining high averages rewardingly and safely on any kind of road.

lancia_gamma_coupe_19_640

Black legend

However, it seems inevitable to us that the model was not the super-sales that FIAT dreamed of, without having to resort to the sad string of absurd errors that marked its launch and commercialization. When someone decides to spend a fortune on a prestigious car, he demands in return that everything responds to what he expects. The big four-cylinder of the Lancia does not feel comfortable in the city and does not shy away from making it clear to the driver at every start. The quality of the interior finishes, as they say colloquially, has a crime: we cannot think of a better way to scare off buyers in this segment.

To top it all, a glaring development failure put the reliability of the model into question just as it was being sold: the servo-steering pump of the first units exerted too much resistance under certain conditions, causing the distribution to jump ( !). In this model it takes power from the left bank, not from the crankshaft. The defect was promptly corrected but, in such a competitive market, the damage had already been done: the Gamma would forever have its distinctive black legend.

It is true that our protagonist has a beautiful line and is outstandingly on the road, but his competitors were not lagging behind and did not neglect the previous aspects that, for many buyers, more than compensated a higher price. If we add to this the unjustifiable delays in marketing, the global economic crisis and the damage to the image of Lancia caused by the corrosion problems detected at that time in some of its models, the strange thing is that the car finally ended up exceeding the figures of production of its predecessors. A fact that speaks volumes in favor of the potential of its successful design.

lancia_gamma_coupe_02_640b

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How to live with a Gamma Coupé

Whoever plans to acquire a copy of this model must be willing to undertake its complete restoration, even if the chosen unit has passed its 30 years of life reasonably well.

This beautiful lady only transmits the right feelings when she is in perfect magazine condition. However, it is not just a matter of convenience; in many cases restoration is the only way because we are before a vehicle that does not forgive carelessness, the inattention or ignorance of his eccentricities, which has them. They have usually ended up stranded due to these reasons, so the probability of having to repair their aluminum engine or any part of the transmission is very high.

In addition, the interiors have frequently lost their original appearance since the fabric used was totally unsuitable for its function, wearing out and fading quickly. It is necessary to reupholster it in leather because the original cloth is impossible to find, especially the one designed by the couturier Hermenegildo Zegna for Series II.

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The original cloth was difficult to find, although the leather does not clash
The original cloth was difficult to find, although the leather does not clash

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The bodywork is generally well protected against corrosion, but it is quite common to find moisture traps betrayed by the usual rust spots around the edge of the windshield, in its upper part; and the rear window, at the bottom. Nothing structurally relevant, but often the trigger for the decision to paint the entire car, taking advantage of the fact that it is possibly completely dismantled at that point. Of course, with the machine showing all its "shame" ... Who would be able to not stop checking and cleaning even the smallest component or hidden corner?

As a sample, one button is worth: The car that this article illustrates entered under its own power, with a valid MOT and without any serious ailment in the ship in which it was going to be restored. The only thing that its owner wanted was to recover the sensations that he transmitted when he used it daily 25 years ago, something that he had already tried with "patches" without success. Well, it took two years, another donor unit and more than 1.000 hours of work to leave it as is. And that it was not necessary to touch the engine because it had already been rebuilt three years before. Perhaps this helps to understand why 'original' units can be found for 2.000 / 3.000 euros.

Some last recommendations

Finally, we are going to end by giving a series of tips learned throughout the time that we have lived with one of these machines:

1. Enroll in Lancia Gamma Consortium, which you can find on the Internet. It is an association of owners that has been collecting spare parts and experience on the model for twenty years. Outside of this circle, the supply of spare parts is difficult and can reach crazy prices: We have seen asking up to 600 Euros for a headlight or 400 for a water pump.

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Detail of the wheels of the Series I
Detail of the wheels of the Series I

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2. Use synthetic oil of the highest quality, always fit an oil filter with a non-return valve and never start the vehicle cold without first using the starter motor to make 30/40 turns of the crankshaft and thus go pumping lubricant towards the cylinder heads. The latter is easy because the car does not usually start until the starter is connected with the pedal to the accelerator that we mentioned at the beginning. Due to an unresolved design flaw, the oil reaches the cylinder heads with a certain delay, causing the distribution to rotate dry for a few fractions of a second when the car is cold, thereby greatly accelerating the wear of the cams.3. Never stop replacing a damaged hose or boot, or you will have to face a much worse problem overnight (or sooner).

4. Change the timing belts at most every 3 years or 15.000 km. In this area, it is better to go overboard than to fall short.

Who restores a Gamma Coupé and follows these simple tips will be able to experience for years what the words 'GRAN TURISMO', in capital letters, really mean. At the wheel of the latest evolution conceived and executed by those who invented this concept.

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Datasheet 1: Evolution of GT Lancias

lancia_gamma_coupe_datasheet_1

Datasheet 2: Lancia Gamma Coupé and its competitors

lancia_gamma_coupe_datasheet_2

What do you think?

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Written by sergio romagosa

Sergio Romagosa designed in 1988 the first special Spanish insurance for classic and vintage vehicles. Likewise, in 1996 he founded "La Escudería", the first Hispanic portal for lovers of historic vehicles. He made his hobby his profession, and in his garage we can find from a Lancia Gamma Coupé to a Morgan Three Wheeler. A recalcitrant optimist, for him our precious pots are a cultural heritage that must be preserved and defended as such.

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