Miguel Sánchez
As in the film industry, motorsports also has its essential supporting players. In this way, while the names of certain pilots and designers are known and recognized without problems, those of not a few engineers and testers are not so. In this sense, a good example is that of Norman Dewis. Head of Testing and Development at Jaguar from 1952 to 1985. Being therefore responsible for tuning sports icons such as the E-Type, D-Type, XK140 or XJS. A key figure in the history of the Coventry brand. In spite of which he never appears in the headlines but he does appear in the articles that, in some depth, analyze the conception of those machines.
This being the case, the most incisive readers remember the names of these engine sidekicks just as film fans keep those of Peter Lorre or Rafaela Aparicio. However, on certain occasions, these disciplined industrial workers also become creators with their own voice. A fact that perfectly represents Giorgio Pianta. Born in Milan, his first mention in motorsports was to participate as a co-driver in the 1953 Mille Miglia when he was only 18 years old. From here came the driving in the European Touring Car Championship. Race in three 24 Hours of Le Mans. Get on the podium in the Targa-Florio and reap two victories in the Giro d'Italia.
First with a FIAT 131 Abarth and later with a Lancia Stratos. Two cars in whose development and tuning he had actively participated. Since, from the beginning of the seventies, he worked in the FIAT Group as a rally car tester. That's the way it is, Giorgio Pianta could have remained in the glossaries like so many other anonymous drivers at the foot of the test circuit. However, everything changed in the early eighties. A moment in which the World Rally Championship experienced its greatest upheaval thanks to the appearance of the Audi Quattro. Exactly the context where Pianta burst in with his Lancia Trevi Bimotore in 1984.
THE ROAD TO ALL-WHEEL DRIVE
At the end of the XNUMXs, Ferdinand Piëch made it his personal goal not only to win the World Rally Championship, but to do so by taking a revolutionary turn in engineering. Under this premise, he convinced the FIA to repeal the rule that vetoed four-wheel drive vehicles in rallies. Something that hardly aroused any suspicion among the rest of the manufacturers. So that in it was still believed in the incontestable superiority of the rear propulsion. In fact, focused solely on reducing weight and increasing power, the sports departments of European brands hardly noticed that change in regulations.
After all, they were already busy enough experimenting with turbochargers and magnesium alloys. Furthermore, they never believed that the weight gain produced by a two-axle drive system could be offset by the benefits of all-wheel drive. This way, Audi undertook the development of its Quattro taking the mechanics of the 200 Turbo 5T as a base. Presented in 1980, although at the beginning it only reaped loose victories, it was perfectly clear how masterful the move made by Audi was. In fact, by 1982 the Quattro was already winning the constructors' title and the following year the first of two drivers' titles.
So things, from Ford to Peugeot realized that the future, inevitably, had to go on the path set by the German manufacturer. Already aware, its engineers immediately set out to create their own all-wheel drive systems. However, in Italy the engineers of the competition department of the FIAT Group resisted attached to the purism of the rear propulsion. So much so that, in the middle of 1982, they presented the Lancia 037. A model made under Group B regulations, but since it did not have all-wheel drive, it seemed to continue to vindicate the form and manner in which the legendary Stratos had been operated.
THE TRANSITION HAPPENS WITH THE LANCIA DELTA S4
Light and reliable, the Lancia 037 was the swan song of rear-wheel drive in the World Rally Championship against the new times led by Audi and Peugeot. However, with full rights he won the constructors' title in the 1983 world championship. In addition, he left for the history of mechanics one of the most interesting and well thought-out designs in history. An absolutely fascinating car where everything was taken care of to the extreme. Being possible the intervention of up to ten mechanics at the same time in an assistance without disturbing each other. However, those responsible for FIAT ended up realizing what the rest of the brands had already accepted.
Lancia needed a model with all-wheel drive. And, really, he needed it in the shortest possible time. In this way, in 1985 the Lancia Delta S4 finally arrived. Provided with a differential with Ferguson system responsible for sending three-quarters of the torque to the rear axle while the rest went to the front. Something a priori unbalanced, but necessary given the unequal distribution of weights between both axes. From here the door was opened to the future Delta Integrale. Giving Lancia a new golden age thanks to the six consecutive constructors' titles achieved from 1987 to 1992.
LANCIA TREVI BIMOTORE, THE MISSING LINK
However, this story could not be so easy. And it is that, when investigating any technical transition, some strange prototype always appears discarded along the way. In the case of the evolution of the 037 towards the Integrale, the fallen protagonist is the 1984 Lancia Trevi Bimotore. The curious creation of Giorgo Pianta. Who here gave free rein to his engineering knowledge beyond simply testing the new models on the track. And wow, the truth is that raised a complex but interesting idea by having a motor per shaft. Something not so strange. In fact also tested in the same decade by José María Serviá with the Ibiza Twin Engine developed in the Barcelona Motor Park workshop.
Taking as a starting point the Trevi sedan in its Volumex variant, the idea of the Lancia Trevi Bimotore was interesting but very complex. Regarding the front axle, everything remained the same as in the series model. Fitted with a two-litre, twin-overhead-cam, in-line four-cylinder block and a twin-barrel carburettor to deliver 135bhp. However, it was in the butt where the novelty came. Dispensing with the rear bench to install another engine on top of the shaft exactly the same as the one that was in front. In this way, Giorgio Pianta gave himself fully on the Balocco test track with the 270 hp of the Lancia Trevi Bimotore. Governed by two gearboxes linked to the same lever.
A simple a priori mechanism. But very complex to synchronize. Especially when you are subject to all the predictable contingencies and time trial problems in world championship rallies. In addition, the formula of double engine was not compatible with the unequal distribution of torque that the Delta S4 did have to compensate for the poor weight adjustment. Of course, the Lancia Trevi Bimotore had an ingenious system designed by Pianta in order for the rear engine to accelerate with a little delay compared to the front. Thus avoiding the typical oversteer of many models dominated by the force generated at the rear.
Finally, the Lancia Trevi Bimotore was scrapped as soon as it was seen by FIAT management. First of all because mechanically it was much more interesting to follow the path of the Delta S4. With its viscous differential for the distribution of torque between axles and its only turbocharged engine as the meaning of the time dictated. And secondly because in the eighties, with Group B already established, It was very strange to use a saloon as a base for the World Rally Championship instead of a more compact model. With all this, the Lancia Trevi Bimotore was stored and later incorporated into the ships of the FCA Heritage. The creation of that secondary luxury that was Giorgio Pianta. ¡Excellent!
Images: FCA Heritage
