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                                                                                          January 2006

We have come to the end of a very eventful year for the club and I trust that the majority of you are
pleased with the changes that have been made. The committee is working on making this year even
more interesting and exciting, especially as it will be Lancia’s centenary year. The only way we can
improve the club is by getting feedback from the members, so please contact one of us if you have
any ideas on what the club should or should not be doing.

Apologies to all of you that have been looking for Brian Jensen’s article on fitting a Nissan motor into
his Fulvia. We have had a minor technical problem in posting it on the site (I lost the file). Keep
checking and it should be there soon.


GARAGE MEETING – Implications of forthcoming unavailability of Leaded Petrol

Mark Wright of Engen very bravely came to update us on the above even though he had just come
out of hospital with a broken hand sustained when he was mugged and his bicycle stolen on the
Thursday before. To summarise for those of you who were unable to attend, from the 3rd January
2006 it will not be possible to buy 97 leaded petrol. It will be replaced by 95 Lead Replacement Petrol
(LRP). All vehicles fitted with catalysts must use unleaded fuel as leaded & LRP will damage the
catalyst. Most older vehicles produced before the introduction of unleaded fuel will have to use 95
LRP otherwise they may have valve wear problems. Some vehicles may, either require the ignition
timing to be retarded, or an octane-boosting agent added to the petrol to overcome pinking caused by
the reduction in octane rating. From the information given it looks like all locally available Lancia’s
apart from 1989on Thema ie’s must run on LRP. For further information go to
and follow the links to cleaner fuels.

Even at the short notice given, we were able to get three Lancias together to show along side the
Ferraris and Fiats who were also invited to the event. The number and condition of the Alfa’s in the
concours event was very impressive as was the buffet meal put on by the Italian Club. See web site
for more pictures.

Timor Hall Classic Car & Bike Show – 29 January 2006

We have once again been invited to exhibit our Lancias at this rapidly growing event. Due to the
increased popularity the organizers have to control entrance in a more controlled manner. Therefore if
you want to take part please contact me and I will arrange a free pass for each car with driver and
passenger. If you want to come along later to see the cars and maybe join us for a picnic lunch,
entrance will be R10.
Garage Meeting – 4 February 2006

Pierre Hayward has very generously offered to share his experience and knowledge of Turbo
charging with us.
                                    th   th
George Classic Car Show – 11 & 12 February 2006

Please contact me if you are interested in showing your vehicle at largest annual show in the Western
Cape. There is accommodation available at local hostels if required.
Breakfast at Bloemendal – 5 March 2006

Julian has promised to cook us all another one of his fantastic breakfasts so make sure that make a
note in your diary for this one. This will be followed by a Wine Tasting and a game of Petanque
(Boule) with instruction for beginners.

Dinner Dance at Italian Club

This was proposed at the end of last year but due to too many clashes of dates it was postponed. If
anyone is still interested, let me know and we will arrange a new date.



Although it is known that a prototype of the Lambda was being tested in 1921, the model was not
revealed to the public until the Paris Salon of 1922. Not only was this a considerable advance on
previous Lancia cars, but also it was also technically ahead of nearly all its rivals. It was never
intended to be a sports car, but its robust if somewhat rough engine and taut road-holding gave it an
appeal comparable to that of the Vauxhall 30/98 and the Bentley 3 litre. As the weight of the early 4-
seater tourer was a mere 760kg, the Company was able to guarantee a top speed of 110kph.
Construction was of integral pressed steel, with deeply flanged sides, which formed the main body
panels; there were riveted cross-members, which carried longitudinal tubular supports for the engine,
gearbox and footwells. The Lambda was of much lower construction than was usual at that time and it
set the style for the now universal central hump between the seats concealing the prop shaft.
Although independent front suspension had been used on a very limited scale, the credit must go to
Lancia for marketing it on a large volume model. The beam front axle was replaced by a triangular
tubular structure, which supported the radiator, and at each side were enclosed coil-springs and
hydraulic dampers. This layout had numerous virtues, including low unsprung weight, much improved
suspension and a very good steering lock. Rear suspension was by long semi-elliptic springs and
small cable operated drum brakes; these were later replaced by very large aluminium drums. The
wheelbase was excessively long, but this did not appear to affect road-holding adversely.
Vincenzo Lancia was able to lodge patents for his vee-4 engine, which for many years compelled
designers seeking a very compact engine design to go in for a flat-4 layout. In planning this very
narrow angle power unit, Lancia was aiming at building the very shortest engine possible, and he
achieved this by staggering one pair of cylinders from the other at an angle of 13 . The design is, in
fact, more accurately described as a staggered four. Other advantages of this design were the short
rigid crankshaft, well-dispersed combustion chambers and the square cylinder block and head, which
permitted freer circulation of cooling water. Furthermore a single camshaft and rockers could be used
instead of the two sets needed on a 90 -vee engine.
Production of the specialised components used in the Lambda was facilitated by the fact that Lancia
had his own foundry, and the Company’s reputation for fine castings has persisted through the years.
The block was cast in aluminium, with steel liners pressed in and the crankshaft ran in three main
bearings. The inlet and exhaust manifolds were bolted to the rear of the block and there was not much
room for cylinder-head studs, so only six of these were used, resulting in more frequent than usual
gasket failure.
A total of thirteen thousand Lambdas were built between 1922 and 1932 in nine series, but there is
little distinction between the first six. These all used the original 2,1 litre engine, and series one to
three and most of series four had a 3-speed gearbox with remote control centre-change. Coachwork
was angular in the extreme and available as an open 2-seater or 4-seater tourer, for which a
detachable saloon top was offered. Marelli electrical equipment was changed for Bosch on the sixth
series. The tourer was fitted with larger doors and the model was available with an even longer,
3416mm., wheelbase. The series seven introduced in 1926 was bored out to 2,370cc with numerous
other detail engine modifications, and a few of these were built with a separate chassis so that
specialist coachbuilders could exercise their talents. A notable feature of this enlarged engine was the
unconventional design of the connecting rods with offset shank. 406mm. brakes with shrunk-on alloy
fins and lower-geared steering to match the new low-pressure tyres were now fitted.
A separate chassis was standard for the eighth series and the radiator was 3in. higher; this series was
especially popular in this country, with Weymann fabric saloon coachwork, which was angular in the
extreme, true “early Gothic,” with box-like rear boot, on which was mounted the spare wheel, and
wicker seats. There was also seen on this chassis at the 1928 Olympia Show, one of the ugliest cars
ever built. This was the “ Airline” saloon, with a sharply sloping roofline and a protrusion, in which the
third passenger, who was seated centrally, was supposed to accommodate his head. The final
eccentricities were an air-speed indicator and a swiveling searchlight on the roof. The ninth series,
differing only in detail from the eighth appeared in 1932, shortly before the model was withdrawn. Both
these had a 2,570cc engine, developing 51kw.
Although most Lambdas were good for 120kph, and the series eight and nine for 130kph,
performance did not increase commensurately with power output, as weight rose, too, and many
owners, not satisfied with the existing performance and finding the engine not very amenable to
tuning, fitted seventh and eighth series engines into earlier chassis. Incidentally, very few of the early
Lambdas seem to have survived, but there are quite a number of series five onwards about still,
although unfortunately many have been “cut and shut,” a modification which does not exactly improve
handling. Certainly the Lambda was one of the great cars of the vintage era and affection for it is not
based on sentiment alone.

Lancia 037 on Auction at Coys

This is the original works rally car that won the Pace
Rally in 1993. The owner fully restored it in 2002,
including sending the engine and gearbox to Italy to be
overhauled. The engine is a 4 cylinder 2,111-litre engine
with 16 valves and an Abarth supercharger, putting out
The car is described as a great investment; the
estimated selling price was £110,000-£130,000 as part
of the “True Greats” auction at Coys.
The Auction took place on the 1 of December; I cannot
find any of the results so I am not sure if it was sold or
for how much.
Ref: and (The car is no longer listed as the auction is over.)
The Baldwin Garage

I have managed to find two Fiat twincam cylinder heads to use in my Beta and Montecarlo. Both are
from 2 litre Fiats, most probably a Fiat 125 and 131, the casting number on one of the heads is
exactly the same as on my Montecarlo so I see no problem putting Fiat parts into my Lancia.
The previous owner of the cylinder heads had a couple of Fiat 125’s and was stockpiling spares. His
mum had made him empty out the garage and by the time I got there all his engine spares where out
on the front lawn. He also had a 1600 and 2000 block with pistons if anyone is interested I can pass
on the details.

The plan for the cylinder heads is to fit slightly larger inlet valves, harder valves seats so I can run
unleaded petrol, open up the ports and work out which head has the warmer cams. Apparently some
of the Fiat twincams had less lift but longer duration.
My Montecarlo is going very well; I get about 12l/100km fuel consumption. Outstanding jobs on the
Monte include looking at the air conditioning system and rebuilding the steering rack. The offside
bushing on the steering rack has gone so I get a big clonk every now and again. The air conditioning
will probably be more expensive and is more annoying, the pulley has come lose from the clutch, from
what I can see, resulting in a dreadful tinkling sound. It sounds like there is a shopping trolley in the
back when I pull away!


Annual General Meeting – Sunday 22 of January 2006 10h00 for 10h30 sharp @ The Italian
Sports Club – 7 Marais Road, Bedfordview.

For Sale:
1968 Lancia Flavia coupé. Partially completed, Engine Running, new tyres, upholstery good. Slight
rust on bottom of doors. Re-cored radiator. New dashboard top. 98% original. Colour – burgundy.
Phone Nico Stiemer on 084 251 0930 or 083 676 7314
Good Fulvia 4 speed gearbox and a huge box of miscellaneous spares including crankshaft,
cylinder head, Fulvia dashboard script and headlamp trims. Offers around R2,000. Phone Carol on
083 288 6695.

Committee:               Home             Work             Mobile          e-mail
Johann du Toit           685 6824                                
Laurence Baldwin         557 1266                         083 649 9445
Jim Baldwin              557 1266        710 6823         083 717 2646
Peter Immelman           686 3305        Fax689 1498      083 300 7666
Julian Schut                                              082 339 1988
Chris Pretorius          712 7463                         083 401 2043

Club Website: – lots of pictures on this site!

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