83 Lancia Rally 037 - Motorsports Almanac

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LANCIA RALLY 037 – STRADALE AND EVOLUZIONE I www.qv500.com/lancia037p1.htm By the early 1980's, Fiat were well aware that, for their domination of World and European rallying to continue, an allnew challenger conforming to FISA's Group B regulations would have to be produced. But although the Italian firm's most recent participation in the sport had been with the boxy 131 sedan, it's replacement would come from Lancia whom Fiat had decided should make an official return to rallying. This meant the new car would be replacing the seminal special stage challenger, Lancia's mid-engined Stratos, a car that indelibly changed the face of world rallying. Indeed, with no less than 62 World and European Championship victories to its name, the Stratos had an enviable reputation almost impossible to improve upon. Nevertheless, Lancia were determined to claw their way back to the forefront of world rallying and the task of designing this new car fell to Abarth. Abarth had been aquired by Fiat back in 1971, but it wasn't until ten years later that the operation officially became responsible for Lancia's rally cars. However, although starting with a clean sheet of paper, the new 037 was clearly conceived from a hot Monte Carlo built by the firm for 1979's Giro d'Italia. Like that car, the 037 was based around a central cockpit section with space frames front and back, the tubular framework at the front accommodating the radiator and suspension while the sub frame at the rear was used to support the engine, gearbox, suspension and fuel tanks. Suspension was via double wishbones all-round with two gas-filled Bilstein shocks at the front and one at the back. There was an Abarth-modified ZF-type self locking differential, two 35-litre fuel tanks and Brembo self-ventilating disc brakes. 16-inch diameter ten-hole Speedline light alloy wheels featured Abarth-crested centres and came shod with Pirelli P7 Corsa tyres, these being of eight and nine inch widths at the front and rear. However, even though Audi were continuing to prove that four-wheel drive was the future of rallying, Lancia decided that a lighter, less complicated, rear-wheel drive machine could be more than just competitive. And lightweight the 037 most certainly was, weighing in at just 1170kg in full road-going Stradale trim. Its two-litre water-cooled in-line four cylinder engine was dry sumped and mounted longitudinally in the chassis, exact displacement having been 1995cc thanks to a bore and stroke of 84mm x 90mm respectively. There were innovative four-valve cylinder heads, twin overhead camshafts, Marelli ignition and an Abarth supercharger, compression being set at 7.5:1 for 205bhp at 7000rpm. A single Weber 40 DCN VH 15/250 twin choke carburettor was standard fit along with a ZF five-speed gearbox and single plate Valeo clutch, all of which equated to a possible top speed of 138mph. And with zero to sixty coming up in just 5.8 seconds, this little Lancia had enough poke to frighten even the most exotic of supercars. Meanwhile, the 037's gorgous bodywork was created by Pininfarina, the famed Turinese coachbuilder crafting a stunning berlinetta shell fabricated from glassfibre reinforced Kevlar. As pretty as it was aggressive, the 037 had clearly been influenced by Abarth's unique Lancia Montecarlo-based 030 from a few years earlier (also styled by Pininfarina), but no doubt thanks to production requirements, the 037 looked a markedly more cohesive piece of work. However, because of problems with painting composite body panels, these cars were only ever available in red, and because FISA's homologation requirements for the 200 road cars dictated each example had to be identical, the only aesthetic variance was a prominent rear spoiler. Indeed, while some cars were completed without these wings, others had matt-black items whilst yet more came with body-colour coded addenda. But while the aerofoils undoubtedly made the 037 an even more purposeful looking machine, they greatly restricted rearward visibility. Inside, the cabin provided few thrills for its occupants, just the essential ingredients for high speed motoring. Things like air conditioning and electric windows were never part of the 037 experience, but that's not to say these Group B Lancia's were hostile places to be. Indeed, with their hip-hugging cloth-covered bucket seats, Abarth-centred three-spoke leather-rimmed steering wheels and just enough soundproofing to get by, 037's had everything the serious driver could wish for. The first prototype was secretly completed just prior to the end of 1980 and after several encouraging outings with Giorgia Pianta behind the wheel, official approval was given for the programme to commence during the spring of 1981. Meanwhile, as FISA's Group B regulations stipulated that 200 identical road cars had to be produced prior to homologation being granted, Lancia were planning for an April 1st deadline in 1982. Amazingly, 207 had been completed by late March and although it was apparently a close vote from the inspectors, the 037 was announced Gr B-legal and made its debut on April 1st in the Costa Smerelda Rally. Road versions sold for 40m Lira a-piece (£18,000) compared to 53m Lira (£24,000) for a competition car (both prices excluding taxes). But despite costing substantially more than a Ferrari 308 or Porsche 911, the 037's advanced specification and considerable rarity made it an intoxicating proposition for many European buyers. But of those 207 originally completed for homologation, a good number were later converted by the works to competition spec, which probably means less than 170 Stradale's were ever sold. With the 037 having been conceived solely as a means for Lancia to win the World Rally Championship, no-one was particularly surprised when competition versions made their debuts just days after FISA had officially granted the car homologation into Gr B. Typically weighing in around 200kg lighter than the 1170kg Stradale, some 037 competition cars were little more than 960kg although this did vary according to the nature of any given event. Meanwhile, wheel size and width also varied but when in definitive tarmac trim, the stock 037's 16-inch diameter rear wheels were exchanged for taller 18-inch pieces and then shod with Pirelli's latest generation P7 Corsa tyres. Other set-up changes included a 5mm drop in ride-height, but while Lancia's hands were tied by FISA when it came to making major changes to the 037's rolling chassis, there was considerably more scope for developing engines. Indeed, for this first batch of 1982 cars, Abarth's diminutive two-litre was tuned to produce no less than 280bhp thanks to an increase in supercharger pressure and compression (from 7.5 to 8.0:1). There were also new Champion N84G spark plugs and a problematic Bosch mechanical fuel injection system that was periodically exchanged for Weber carburettors during the course of the year. The gearbox was an Abarth-ised fivespeed ZF unit with single-plate Valeo clutch and ceramic alloy gasket. Meanwhile, although the bodywork for these first series cars was identical to the high-winged Stradale's, when they were finished in Martini's stunning motorsport livery, Pininfarina's beautiful design was given a new air of urgency. Inside, what little soundproofing Lancia had fitted to the road car was removed along with all unnecessary trim, the stock dash getting more extensive Borletti instrumentation while competition seats with harnesses were also fitted. First shown to the press in Turin during mid-December of 1981,
Lancia had built the 200 necessary Stradale's by late March '82 and had their homologation confirmed in time to compete in the Costa Smerelda Rally beginning on April 1st. However, although customer versions of these competition cars were supposedly available for 53m Lira (£24,000), privateer cars would not be seen in any real number until half way through 1983. In the meantime, these first series 037's were used for little more than four months before the first Evolution version was homologated on Aug 1st. Contesting just six events between April and August, they either led or set fastest stage times on every occasion but worryingly managed to finish just twice from nine starts. A few high-profile teething problems weren't enough for Fiat to call time on the project though, no doubt having invested a cool £8m in the programme, they wanted to see it through. With 1982 a transitional year that saw Group 4 and B cars running alongside each other, you could have been excused for expecting Lancia's little berlinetta to wipe the floor against a field of production-based Audi's, Opel's and Toyota's. But these well-developed cars had dominated World rallying over the previous few seasons while in Europe, more flexible rules allowed exotic machinery from the likes of Porsche and Ferrari to compete. Nevertheless, there was massive expectation surrounding Lancia's return to the sport although realistically, the Turinese firm would do well to garner enough experience for genuine title assaults in year two. Season one got underway then on April 1st when a pair of 037's were wheeled out for their maiden Euro Championship outing, Sardinia's Costa Smerelda Rally. A fairly inauspicous debut saw both cars retire early on with gear selection problems although not before Markku Alen was able to set the fastest time on stage three. Three weeks later, the Mediterranean island of Elba hosted another important round of the ERC and Lancia entered a solitary Martini-liveried 037 for Adartico Vudafieri. Like Alén had done in Sardinia, 'Vuda' took fastest stage times with the car but after a brake retaining pin jammed, the Italian incurred an eight-minute penalty. He later experienced more gear selection problems and eventually wound up seventh whilst Fabrizio Tabaton won in an ageing Group 4 Stratos. May's fabled Tour de Corse followed and marked the 037's World Rally Championship debut, Lancia using two brand new cars for Bettega and Alén. But faring little better on the world stage, Alen clipped a rock early on and slightly twisted his spaceframe. Bettega meanwhile had been on the pace throughout although having lay third overnight, lost control of his car on day two and crashed heavily into a wall, breaking both legs in several places. Alen went on to finish ninth despite incurring another eight-minute penalty, this after he was unable to change a punctured wheel in the allocated time. For the Acropolis Rally, both cars arrived in Greece with shock absorbers for the steering, new front motor springs, suspension set 2.5cms higher, carbon sumpguards and alloy water radiators and Alen led on the cars first serious test over rough surfaces. But this was before the inevitable gearbox problems curtailed his progress whilst Bettega's replacement, Adartico Vudafieri, was struggling. An early puncture followed by a front suspension failure and then an accident with a spectators car frustrated the Italian, Lancia finally packing for home after his supercharger gave up the ghost. Back to the ERC and June's Ypres 24 Hour Rally saw Andrea Zanussi's factory-prepared Jolly Club car run, his Totip-backed machine arriving in Belgium only for FISA to have apparently withdrawn the 037's homologation due to some concern over its cooling system. Forced to compete under threat of exclusion at the finish, a potentially awkward situation was averted when the promising youngsters head gasket blew whilst running fourth. This should have been the final outing for Lancia's first series 037 Rally as the firms Evolution version debuted in Madeira during the first week of August, but having planned to run an Evolution with carburettors instead of the troublesome injector system on the Halkidikis Rally in Greece, Zanussi actually used an older car. With it he led the early stages but broken shock absorbers and a flat tyre cost him around ten minutes, broken drive belts subsequently forcing him to retire after charging back from 52nd to fourth. Thus, the opening few months of 1982 had not been the whitewash some commentators were predicting at the start of the year and although the 037's had clearly demonstrated they had the pace to win rallies, their reliability over several days was still largely unproven. A major contributory factor to the incredible pace with which Group B machinery developed came from FISA allowing manufacturers to make improvements to their cars every few months. As a result, Lancia's first programme of upgrades for the 037 were homologated on August 1st 1982, just four months after launch. Several key changes were introduced, the most obvious of which was a new look front-end that featured larger headlights and an adjustable chin spoiler. Attention was also paid to the tail where new circular light clusters and a prominent meshed grille replaced the Stradale-based facia of first series competition cars. Engine displacement remained unchanged at 1995cc, as did compression at 8.0:1, but a new intake manifold with Kugelfischer mechanical fuel injection and a Tipo R18 Abarth volumex supercharger meant output was up from 280 to 315bhp. Other changes saw the arrival of all-Kevlar doors, a new dash, some new suspension components, an improved steering gear and titanium rollcages, but weight was more or less unchanged at 975kg. The Evolution I made its debut on August 6th in the Madeira Rally, Andrea Zanussi holding the lead several times in his Totip-backed Jolly Club car before the motor began pouring oil at the end of the tenth stage. Finland's prestigious 1000 Lakes hosted the Evolution I on its WRC debut, Markku Alén's 310bhp car getting fifteen-inch wheels and harder springs but somewhat confusingly, a first series front end. With the oil and water overheating from the first stage, Alen did well to hold third until the engine terminally lost compression after five stages. Things began to improve for Lancia in the ERC's Tour de France showpiece where Jean Louis Clarr took over Zanussi's Jolly Club car after the Italian was called up for five days of National Service. Indeed, despite a failed distributor on the very first stage, Clarr recovered to take third behind the winning Ferrari and Therier's trouble-free Renault. Then, after an admittedly disappointing run on home soil in the San Remo Rally, Alén took the 037's first significant win, for although Teodoro had taken victory in an Italian hillclimb some two months previously, this was a bona fide championship rally. Indeed, part of the British National Championship, the Pace Rally was Alen's warm-up for the WRC-sanctioned RAC event that took place every November. The Finn led from start to finish, setting fastest times on eight of the nine stages and winning despite a down on power engine with only 280bhp. But considering the 037's patchy reliability record, a trip to Africa for the Ivory Coast Rally seemed a little ambitious and unsurprisingly came to nothing. With supercharger pressure reduced to 0.6 bar for 270bhp, Adartico's Vudafieri's sole entry ran with protection bars and a roof-mounted spare until a misfiring engine and low oil pressure curtailed his
Page 1 and 2: Lancia Rally 037 Lancia Rally 037 F
Page 3: 01.01.1984. The Evo II car had an e
Page 7 and 8: 1982 Rally Valle d'Aosta Antonio To
Page 9 and 10: 1984 Rally Madeira Antonella Mandel
Page 11 and 12: 1985 Sanyo Rally (EAK) Vic Preston

83 Lancia Rally 037 - Motorsports Almanac

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