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Lancia Stratos

The dual championship winner retired before it's time by Fiat company policy.
By 1971 it was becoming clear that the Fulvia's competitive life was coming to an end. It's replacement originated form the a concept car at the 1970 Turin auto Salon. The Bertone designed car was based on Fulvia 1600 mechanicals and took the shape of a wedge shaped projectile, with the driver entering through a hinged windscreen. Immensely impractical and it has to be wondered how this car ever caught the eye of some one looking for a rally car. The car took nothing but aesthetics into account. Within 12 months the oddball prototype had become the Stratos, but it took a further four years for homologation to be completed. Developed by Gianni Tonti and former Lamborghini designer Giampaolo Dallara of Miura fame. As the orignator of the Stratos name Bertone was also involved and later manufactured the bodies.

In 71 the day glow red show car made its debut. The company had plans to install a 2 litre Fiat/Beta in-line four cylinder in place of the 246 Ferrari engine in the HF prototype, and in 72 Fiat issued press releases to that effect. Whether Fiorio ever seriously entertained to notion of competing with a meagre 190 odd hp when a 300 hp V6 was available is debatable. More likely the decision to use the four came from Fiat company policy of rallying regular cars, who, for marketing reasons, would have liked the Stratos to be powered by a Fiat derived 2 litre twin cam four, as used in the Beta.

A 150hp four cylinder car was tested, however, Fiorio gained enough support from insiders to make the Ferrari engine a reality. So in '72 the Turin Show saw the Ferrari six snuggled between the cars struts.

The cars construction consisted of a sheet steel monocoque for the passenger compartment. A box section cage located the double wishbone suspension, 2.4 litre V6 and gearbox. The suspension type was mirrored at the front. The car sat on Pirelli tyres and Campagnolo alloy wheels. Add to that substantial brakes, without servo assistance, Fiat steering , all cloaked in a wonderfully different fibre glass body. During testing in mid 72 the rear suspension was changed to McPherson strut and a Lancia crash box in place of the synchro Ferrari original.

Drivers loved the cars Italianess, being a 'mans car' requiring a little care as it was definitely a car that would come back and bite you. This characteristic of mid engined cars was accentuated by the car's short wheelbase.

Ferrari phased out the 246 V6 in 72, replacing it with a 3 litre V8, designated 308. The V6 was therefore now available for Lancia to develop as they pleased. In Group 4 form, with four valve heads and 48mm carbs, the 246 engine developed 270 hp @ 8500 rpm, as opposed to the regular two valve's 190hp @ 7000. With a 888kg dry weight, the car had significant 3.2 kg/hp, although the earlier competition two valve managed 230 hp.

The cars unhomologated competition debut came in the autumn of 72 in the Turin de Corse, retiring with rear suspension failure. It's first victory came in the Spanish Firestone Rally of April 73, going on to win the Tour de France later in the year. Throughout the 74 season Lancia continued to campaign the aging Fulvia, supported by newer, but problematic Betas. These might not have been enough for a championship victory, but Lancia realized it was possible when the Stratos came on stream later in the year. For most of the year, six Stratos were entered in various non championship rallies as well as sports car events, gaining valuable development time.

Homologation was finally achieved near the business end of the 74 season, in time to contest it's first championship event, the Rideau Lakes Rally of Canada. Supported by a pair of Beta Coupes, the lone Stratos won after team orders placed it ahead of the Beta, which finished second. The other Beta expired through engine failure. The one-two put Lancia in the lead of the championship by four points.

The next rally, the Press-on-Regardless of Michigan, The Stratos broke a rear shock absorber mount, smashing the dizzy in the process. In the penultimate rally of the year, the RAC, Munari got off to an early lead, but finished second to the RS1600 Escort of Makinen. Three Stratos were sent to the Tour de Course, securing another world championship for Lancia from Fiat, who had done a commendable job with their Abarth tuned 124 Spyder producing 185hp in a 750kg car. It was quite a unique situation for a manufacturer to win with three entirely different cars.

The Stratos won two constructors titles outright, in addition to the 74 tittle that it helped win in conjunction with the Fulvia, which had run the early part of the season.

Where as the Fulvia before it continued Rallying past it's prime until the Stratos came on stream, Fiat decided that they wanted to race cars that looked like road cars, merging the Lancia and Fiat teams and retiring the Stratos before its time, placing the Fiat Groups rally success on their elderly 124 Spyder, somehow thinking it could compete against the ever tougher Porsches, Renaults etc. Although far from the formidable Stratos, the later 131 Arbath did win Fiat a constructors title in 1978.