Contents • • • • • • • • • • • • • • • • • • • • • • • The saloon [ ] Background [ ] In 1950 Lancia had introduced its first all-new model, the, a small but expensive luxury car with sophisticated engineering features like the, and a gearbox. Alongside it Lancia was still producing the, a pre-war design that although once innovative was in need of replacement. The new small Lancia was designed under engineer. Initially an updated version of the Ardea's 17° V4 engine was considered, but a clean-sheet design was ultimately chosen.

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At little over 10°, the new V4 had the narrowest angle of any V4 engine, and used solutions unprecedented at Lancia, like dual in-block camshafts in place of overhead ones. As the Ardea resembled a scaled-down, the Appia mimicked the Aurelia's appearance, substituting its exotic parts with more cost-effective ones, such as a solid axle and a four-speed gearbox in block with the engine. For its mechanical features—sliding pillar front suspension, V4 engine, rear-wheel drive, absence of a centre pillar—the Appia can be considered the last in a line of Lancias which stretched back to the 1922. Following a custom started in the postwar years, the new model was named after a Roman, the.

Third series Berlina, demonstrating the door opening First series [ ] The Appia Berlina () was introduced in April 1953 at the. The chassis code was C10 for the saloon—the standard version, as was customary at Lancia—and C10S (from Sinistra, Italian for 'left') for the variant, available on request.

Under the Appia's bonnet there was a 38 PS 1.1-litre engine, which according to the manufacturer could push the car to 120 km/h (75 mph). The body style was similar to its bigger sister's, the luxurious. To save weight, on the first few thousands of examples the doors and rear wings were aluminium. The bumpers were also aluminium, making them easily dented; after some owners' complaints, rubber stripping was added, to protect them from minor impacts. In a tradition inaugurated by the 1933, the front doors were hinged forwards, the rears aft, and there was no central pillar.

A spare tyre, the fuel filler and the battery were housed in the boot. Inside there were independent front seats, a, ivory plastic steering wheel and switches, and panno Lancia cloth upholstery in grey or beige. In total 20,025 first series saloons were made, from 1953 to 1956. Bbva Fontibon. Of these, the majority—10,257—were right hand drive, and the remaining 9,768 left hand drive. The Appia did not prove the success it was expected to be.

In 1956 Italian car magazine attributed this to the steep price, fierce competition put up by the cheaper and the fresher, as well as to the quantity of minor defects. The car was mechanically sound, but was littered with small flaws (like the feeble aluminium bumpers) not well tolerated by Lancia's discriminating clientele—probably consequences of the hasty, low-priority development, in a time when Lancia was diverting many of its limited resources to its efforts. Second series [ ]. Comparison of first (top) and second series rear views In April 1955 engineer joined Lancia as, and started off fixing the Appia's shortcomings.

Jano left shortly after, when Lancia. The resulting second series Appia, introduced at the in March 1956, had a more powerful engine, a modernized body and better interior room. The C10 and C10S type codes were kept. The rear part of the body had been redesigned to enlarge the boot, and the wheelbase was stretched by 3 cm (1.2 in) to provide better rear seat accommodation; this resulted in a 14.5 cm (5.7 in) growth in length.

From the front the second series could be recognized from its rectangular instead of round turn signal lamps and the steel bumpers with over-riders. The fuel filler cap was moved outside, under a locking flap on the right hand side rear wing. Fessia's changes to the engine included lowering the, redesigning the incorporating and a new arrangement of the valves, new pistons, a new carburettor and different camshaft profiles.

Output increased to 43 PS, and top speed to 120 km/h (75 mph). In the cabin a front took place of the two single ones, the binnacle held two round instruments, and steering wheel and switchgear went from ivory to black. Despite—previously critical—Quattroruote having declared the Appia 'finally accomplished and convincing', sales did not take off yet. In May 1958 daily production still lingered at 27 cars per day, far short of the 50 anticipated during the car's development. In total 22,425 second series saloons were made, only 3,180 of them C10 right hand drive cars. Third series saloon Third series [ ] In March 1959 the third series Appia was introduced at the Geneva Motor Show with a new front end. Lancia's traditional radiator shell-style grille was ultimately abandoned, in favour of an horizontal one inspired by the flagship.

Engine power went up again to 48 PS, as did top speed, to 132 km/h (82 mph). The braking system was improved with twin leading shoe]] front and a 'Duplex' dual hydraulic circuit during the 1960 model year. Model designations were different from the previous two series: 808.807 for the LHD variant, and 808.808 for the RHD one. In its third iteration the Appia was finally mature, and 55,577 saloons were made, the vast majority in left hand drive. Replacing the Appia [ ] At the end of the 1950s, with third series Appia sales soaring, Lancia Fidanza advocated preparing a fourth series with an all-new body.

Fessia, a strong proponent of, was reluctant updating the old design, moreover one that was Jano's brainchild. In the end Fessia had the upper hand, as Fidanza had come to grips with the board and resigned.

The was developed and introduced in 1963, a clean-sheet design reprising the longitudinal front-wheel drive layout of Fessia's larger, but with Lancia's final narrow vee V4 engine. Commercial variants [ ]. Appia C86S ambulance Starting with 1954 Lancia also built light commercial bodies on the Appia chassis, replacing the analogous versions of the earlier. Three models were offered: the Furgoncino (chassis code C80 or C80S for left hand drive), Camioncino (C83 or C83S), and an based on the Furgoncino, the Autolettiga (C86 or C86S). In respect to the saloon, all had shorter, lower horsepower engines, widened, up-sized 16' wheels and larger tyres—and consequently bodywork altered to accept these modifications.

With the introduction of the second series Appia in 1954 all three models received upgrades similar to the saloon's, while keeping the body style almost untouched. Commercial variants were not upgraded to third series specifications, as during 1959 they were phased out in favour of a full-fledged using Appia drivetrains, the.

Appia commercial vehicles, dimensions and weights C80/C80S Furgoncino C83/C83S Camioncino C86/C86S Autolettiga 2,560 mm (100.8 in) 2,660 mm (104.7 in) 2,560 mm (100.8 in) Length 4,064 mm (160.0 in) 4,370 mm (172.0 in) 4,064 mm (160.0 in) Width 1,582 mm (62.3 in) 1,620 mm (63.8 in) 1,582 mm (62.3 in) Height 1,715 mm (67.5 in) 1,650 mm w/o tarp. (65.0 in) 2,020 mm w/ tarp. (79.5 in) 1,715 mm (67.5 in) 1,080 kg (2,381 lb) 1,150 kg (2,535 lb) 1,220 kg (2,690 lb) Payload 940 kg (2,072 lb) 1,140 kg (2,513 lb) —. Lancia Appia Lusso Vignale At the 1958 Turin Motor Show Vignale introduced another special Appia variant, the Lancia Appia Lusso or Berlina Lusso.

It was 2-door saloon with frameless doors and ample windows, again with styling by Michelotti derived from the 1956 Lancia Gran Lusso. All Vignale Lusso were built on a specific Tipo 812.02 chassis, a strengthened series three platform. Front wings and bonnet were shared with the Convertibile, but the Lusso was longer, larger and taller.

In total 477 Appia Lusso were made in the Vignale factory from 1959 to 1962. Lancia Appia GT Zagato Appia GT and GTS [ ] During early 1957 Zagato built some 30 more Appias, which remained somewhat similar to the first Cammello, but lost the humps on the bonnet and boot lid, donned thin vertical fins over the rear wings and Plexiglas-covered headlamps, and gained a new grille which would set the template for all future Appia Zagato.

All these cars differed a lot from one another. After this first run of prototypes two models were more or less standardised and built in roughly 150 examples. These were the Appia GT, with open headlights carried over from the saloon, and the same 53 PS engine found on other coachbuilders' models; and the sportier Appia GTS, with faired in headlights, a more streamlined body, often a double bubble roof, and a tuned 60 PS engine.

The interior carried over the standard car's steering wheel but added tube-framed leatherette sport seats; on the GTS a wood-rimmed steering wheel and bucket seats were optional. At the 1957 Mille Miglia three Zagato Appias scored a remarkable 1-2-3 finish in their class: the winner was Luciano Mantovani on a GTS, runner up Enrico Anselmi on another GTS, third the aforementioned Cammello piloted by Giorgio Lurani. Appia GTE [ ] Lancia Appia GTE Dimensions 2,510 mm (98.8 in) Length 4,190 mm (165.0 in) Width 1,420 mm (55.9 in) Height 1,240 mm (48.8 in) 820 kg (1,808 lb) At the November 1958 Turin Motor Show the new Lancia Appia GTE (standing for Gran Turismo Esportazione) was introduced, and deliveries started in January 1959.

The GTE marked an important change in the relationship between Zagato and Lancia: it was the first Zagato car to be included in Lancia's price lists and sold by Lancia dealers. For Lancia Zagato went from a buyer of chassis to an official supplier of specially bodied finished cars. First shown to the public at the 1958 Turin Motor Show, the first GTEs were delivered in early 1959. GTE bodywork was more low slung and streamlined than its predecessors'. The car had a continuous waistline, without the previous humps over the rear wheels; the nose was longer, and the under elongated Plexiglas covers the headlights were set deeply into the wings.

At the rear the tail lights were partially sunken in and crowned by protrusions in the bodywork. Late open headlight Appia GTE The GTE went through numerous updates. In the Spring 1959 chassis upgraded to third series specifications were phased in. From the autumn newly enacted Italian prohibited headlights cover. GTEs for Italy and some export countries had open headlights, and modified bodywork setting them further forward. During 1960 the improved 60 PS engine was adopted. When the Appia Sport was introduced it did not supersede the GTE, but rather some of its features were carried over, such as new headlights and protruding in place of flush pushbutton door handles.

The last GTEs were built on a specific 812.03 chassis; the very last example was completed in April 1962. It is estimated that total GTE production amounts to 167 with the earlier 53 PS engine, and 134 with the later 60 PS one. 1961 Lancia Appia Sport Dimensions 2,350 mm (92.5 in) Length 3,990 mm (157.1 in) Width 1,410 mm (55.5 in) Height 1,230 mm (48.4 in) 820 kg (1,808 lb) The last and ultimate of Zagato's Appias was the Appia Sport, built from 1961 to 1963 on a short chassis coded 812.05.

The Sport's premiere took place at the March 1961 Genva Motor Show, and production began concurrently; it did not replace the standard wheelbase GTE, which remained on sale alongside it up to 1962. At 2,350 mm (92.5 in) the Sport's wheelbase was 160 mm (6.3 in) shorter than the GTE's, resulting in a 200 mm (7.9 in) shorter overall length.

Adapting the GTE bodywork to the smaller dimensions was the first job of a young, just hired at Zagato. From the front the Sport was similar to an open headlight GTE, but had a much rounder rear end, tail lights fully sunken into the bodywork, and a fastback roofline.

The Sport is the only Appia Zagato for which production numbers are certain, as the coachbuilder started keeping detailed registers of its production only in 1960: production began in March 1961 concurrently to the model launch, with chassis #1001, and ended in January 1963 with chassis #1201, the 200th car. It is also the most standardised of all Zagato Appias, though differences in exterior and interior trim from one car to another were still present, depending on part availability at the time and on the client's desires. A Lancia Appia Zagato was raced in the 1959, among the drivers was newsman. Appia Giardinetta [ ] Lancia Appia Giardinetta Dimensions 2,510 mm (98.8 in) Length 4,075 mm (160.4 in) Width 1,540 mm (60.6 in) Height 1,485 mm (58.5 in) 1,030 kg (2,271 lb) Towards the end of 1958 Lancia turned to, to build a 3-door based third series Appia. Named Appia Giardinetta—Viotti's trademark designation for estate cars—the production version eas unveiled at the November 1959.

Chassis was extensively modified, receiving a new 808.21 type code: a three-door layout was chosen, adding a centre pillar (the Appia saloon had none) to strengthen the body, and the rear part of the platform was altered to lower the boot opening. Despite looking very similar, little more than lamps and interior details were carried over from the saloon's bodywork. The body was widened 6 cm (2.4 in), which in turn required a wider dashboard, new bumpers, grille, and windscreen. Inside and rubber mats took place of Lancia's traditional wool cloth and carpets; the rear seats folded down forming a completely flat 1.5 m long (4 ft 11 in) loading area. The complexity of this development and lack of reflected on the list price, which was approximately 25% higher than the saloon's. Due to the additional weight, the manufacturer's claimed top speed for the Giardinetta was down to 120 km/h (75 mph).

In total just 300 Giardinettas were made. Specifications [ ]. Lancia V4 engine in an Appia Convertibile Body and chassis [ ] The Appia Berlina used construction. Front suspension was of Lancia's, with hydraulic. At the rear there was a on, with hydraulic dampers; the axle had an aluminium differential housing and a stamped steel structure.

All Appias were equipped with, and an all four wheels. Series three cars gained a dual braking circuit and, finned aluminium front drums with cast iron wear rings; the rears remained solid cast iron. When leaving the factory they would originally fit 155HR15 tyres (CA67). Engine and transmission [ ] The Appia had a V4 engine with a 10.14° angle between the and a single head for all four cylinders. All models had a and of 68 mm × 75 mm (2.7 in × 3.0 in), for a total displacement of 1,089 cc (66.5 cu in). The valvetrain comprised two angled per cylinder, actuated by and rocker arms; there were two in-block, the left hand one for all exhaust and the right hand one for all intake valves, driven by a chain with hydraulic tensioner.

The were, as were and, integrated in a single casting; the was. Lancia Appia engines Series Model Prod. Years Engine Compr. Ratio Power Torque Carburettor S. 1 Berlina 1953–56 1,089 cc 7.4:1 38 PS (28 kW; 37 hp) 71 N⋅m (52 lb⋅ft) at 3,000 rpm 32/30 BI single-choke Commercial 1954–56 33 PS (24 kW; 33 hp) Solex 32/30 BI single-choke S. 2 Berlina 1956–59 7.2:1 43.5 PS (32.0 kW; 42.9 hp) 76 N⋅m (56 lb⋅ft) at 3,000 rpm Solex C32 PBIC single-choke Chassis 1956–59 8.0:1 53 PS (39 kW; 52 hp) 86 N⋅m (63 lb⋅ft) at 3,500 rpm 36 DCLD 3 twin-choke Commercial 1956–59 7.2:1 36.5 PS (26.8 kW; 36.0 hp) at 4,500 rpm 76 N⋅m (56 lb⋅ft) at 2,000 rpm Solex 32/30 BI single-choke S.

3 Berlina 1959–63 7.8:1 48 PS (35 kW; 47 hp) at 4,900 rpm 85 N⋅m (63 lb⋅ft) at 3,200 rpm Solex C32 PBIC single-choke Chassis 1959–60 8.0:1 54 PS (40 kW; 53 hp) at 4,900 rpm 87 N⋅m (64 lb⋅ft) at 3,500 rpm Weber 36 DCLD 3 twin-choke 1960–63 8.8:1 60 PS (44 kW; 59 hp) at 4,900 rpm 85 N⋅m (63 lb⋅ft) at 3,500 rpm Weber 36 DCD 5 twin-choke The transmission was a four-speed, the top three. The was dry single plate, mechanically actuated. Performance [ ] An S1 Berlina saloon tested by the British magazine in 1954 had a top speed of 76.1 mph (122.5 km/h) and could accelerate from 0–60 mph (97 km/h) in 32.5 seconds. A fuel consumption of 29.0 miles per imperial gallon (9.7 L/100 km; 24.1 mpg ‑US) was recorded. The car was not at the time available on the UK market but an Italian price of 1,328,600 Lire was reported (converted to £780). Anatomy of the Motor Car.

• ^ Fornai, Alberto; Puttini, Sergio (November 1984). ' 'Media', robusta, di panno vestita'. La Manovella (in Italian): 55–61. • ^ Manganaro, Alfio (May 2003). 'Con l'Appia, la vera dolce vita'. La Manovella (in Italian): 60–65.

• ^ Visani, Marco (May 2012). 'Lancia Appia Convertibile: l'ivresse de la Dolce Vita'. (in French) (189): 10–17. • Visani, Marco (November 2006).

'Lancia Appia: Sous le regard de la Madonna'. (in French) (128): 12–17. • ^ Visani, Marco (August 2010).

'Lancia Appia Giardinetta: une Lancia en bleu de chauffe'. (in French) (170): 12–17. • Appia Furgoncino Camioncino Autolettiga 2ª serie, uso e manutenzione (owner's manual). • ^ Castellani, Luigi (June 2002). 'Souvenir di Cesenatico'. (in Italian). Milan: Editoriale Domus: 84–87.

• ^ Deganello, Elvio; Lo Vetere, Marcello (July 2009). 'Piccola di gran classe'. Automobilismo d'Epoca (in Italian): 90–99. • ^ Visani, Marco (January 2004). 'Lancia Appia Lusso: Les deboires d'une elgante'. (in French) (207): 16–.

• ^ Stassano, Andrea (September 2001). 'Un elegante gioco di squadra'. (in Italian). Milan: Editoriale Domus: 66–75. • ^ Albertini, Alfredo (September 2001). 'Gobba la madre'. (in Italian).

Milan: Editoriale Domus: 76–77. • ^ 'L'Appia secondo Zagato'.

Auto d'Epoca (in Italian): 40–46. • ^ Deganello, Elvio (April 2004). 'Vestite di Zeta'. Automobilismo d'Epoca (in Italian): 105–125. • (24 August 2009). 'That's the Way It Was'..

• ^ Appia 3ª serie, uso e manutenzione (owner's manual). • Appia, uso e manutenzione (owner's manual). • 'The Lancia Appia'.. 27 January 1954.

•, pp. 127–128.

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