Italian Classic Sports Cars Archives

Maserati Bora

The Bora was Maserati’s response to the Lamborghini Miura. It matched the latter’s mid-engined layout. Ferrari’s Berlinetta Boxer also joined the mid-engined party. But, it arrived late. The Bora beat the Boxer to it by a couple of years. The Bora was launched in ’71 – and the Boxer in ’73. The name of the game for the mid-engined cars was handling. In Maserati’s case, the Bora was an improvement on the Ghibli’s front-mounted motor. Now they had a car which could ‘handle’ however much horsepower was thrown at it. And the Bora produced plenty of it. Its 4.7-litre Maserati V8 was a motor of a certain age, by that point. Indeed, it now had twelve years on the clock. But – with 310bhp on tap – drivers were not much fussed about its timeline. The Bora was good for 175mph. That left many a motor half its age trailing in its wake!

The Bora was styled by Giorgetto Giugiaro. Previously employed by Ghia, he was now in his own studio. It went by the name of Italdesign. The full creative force of the firm was brought to bear on the Bora. Elegantly space-age, the car radiated Seventies chic. In other words – finesse and excess, in equal measure.

In engineering terms, too, the Bora exuded class. Even with its V8 heart beating for all it was worth, cockpit noise levels were almost eerily low. That had a lot to do with Citroën – who now controlled Maserati. They brought a host of hydraulic parts to the Bora table. Its brakes, pedals, seats and steering-column were precision-fitted by the French firm. The Bora was Maserati’s flagship model – so, equipment levels were high. In the whole of its nine-year run, the sole modification Maserati made was a slight engine enlargement, in ’76. Throughout that time – in true Italian style – the Bora delivered a bravura blend of power and panache!

Lancia Fulvia

The Lancia Fulvia is an automotive legend. An ‘homologation special’, only 1,180 Fulvias were built – just enough to qualify the car to compete in international rallying. As such, it went on to win two world championships. In standard form, the Fulvia was impressive. But the 1.6 HF model took it to another level. Revered as a roadster, it sported many of the features of a competition car.

The HF was powered by a narrow-angle V4 engine. It produced 115bhp – though a few factory-tuned units upped that number to 132. Even the less potent motors provided a top speed of 115mph. Fuel was supplied by twin Weber 42 carburettors. Power peaked at 6,200rpm. Transmission was by way of a 5-speed gearbox. Technically, a 4-speed ‘box was used – and then a ‘piggy-back’ set of cogs was added. With all that hooked up to the front wheels, the HF handled well. Braking was via Dunlop discs. However, Lancia decided a servo was surplus to requirements.

The Fulvia’s bodywork was designed to cleave cleanly through air – be it in a baking-hot desert or freezing forest! A clear pointer to the car’s rally-bred roots could be found in its large 7″ headlamps. As far as wheels went, neatly flared arches topped off a set of suitably wide tyres. The rubber was fitted to deep-rimmed Campagnolo alloys. A touch of negative camber at the front – and a slightly raised rear – were hallmarks of a car for which road-holding was sacrosant. The HF’s interior décor – or lack of it – indicated that weight loss was at a premium. At the front, high-backed bucket seats prioritised rigidity over comfort. Behind them was a padded bench … something to sit on, and not much more! Standard Fulvias – and the ‘luxury’ 1600HF – gave slightly more by way of mollycoddling. Nevertheless, it is the unadorned HF which is the most sought-after Fulvia of all. Seriously iconic, it is arguably the most illustrious Lancia of them all!

Bugatti EB110

The ‘EB’ in Bugatti EB 110 stood for Ettore Bugatti – the firm’s founder. On the 110th anniversary of his birth, the new supercar was unveiled. Fittingly, the launch took place in Paris – since Bugatti was a French firm. When it went on sale – in ’91 – the EB110 had a price tag of £285,000. But, if the standard EB 110 was not to your taste, you could always stump up another £50,000 – and drive off in the Supersport version. The latter’s 611bhp output delivered 221mph! The stock EB 110’s top speed was 212mph. If you had the money – do the math!

Superstar designer Marcello Gandini was recruited to style the EB 110. His mock-up, though, was deemed too radical by Bugatti’s top brass. The brief was passed to Italian architect Giampaolo Benedini. Clearly, he was able to style cars, as well as buildings! The aluminium body he drafted was breathtaking. Even the car’s engine was a work of art. Its V12 layout took in 4 turbochargers and 60 valves. There was a 6-speed gearbox – and 4-wheel drive. Handling was precise – to put it mildly!

In ’87, entrepreneur Romano Artioli had stepped in to rescue the struggling Bugatti brand-name. He built a state of the art supercar factory – in Campogalliano, Modena, Italy. Benedini – the EB 110’s designer – had previously architected the factory in which it was built! The EB 110 thus became a sort of French/Italian hybrid – the only Bugatti model to have done so. To head up the engineering team, Artioli had hired acclaimed technical director Paulo Stanzani. The EB 110’s four-year run stretched to ’95 – when Bugatti was wound up. 139 EB 110s were built. Among their owners was a certain Michael Schumacher. The ultimate seal of automotive approval? Off hand, I cannot think of a better one!

Lamborghini Countach

The Lamborghini Countach was styled by Bertone – Italian masters of automotive design. In its first incarnation, the Countach flew to a top speed of 186mph. That was exceptionally quick in the Seventies. Its engine – a classic Lamborghini V12 – produced 375bhp. Again – in the 1970s – that was a gargantuan stat. The models that followed output still more power.

Handling-wise, too, the Countach was well up to snuff. Mid-engined as it was, its gearbox was at the front – nestled snugly beneath the banana seats. Weight distribution was optimised. As a consequence, the Countach’s cornering capabilities soared. A 5-speed set-up only added to the fun!

Countach is a Piedmontese exclamation/expletive. In its mildest form, it means ‘wow’ – though it can have fruitier connotations! Certainly, the first definition was more than apt. Later versions of the Countach, though, somewhat over-egged the stylistic pudding. Pointless spoilers – and over-sized wheel-arches and ducts – bordered on the kitsch. To be fair, by the time such models hit the showrooms, the firm’s founders were no longer at the helm. Financially, it found itself in choppy waters. Latter-day faux pas notwithstanding, it was largely down to the Countach that Lamborghini stayed afloat. When it made its début – in ’74 – the Countach stunned show-goers. Lamborghini’s rivals were left reeling. In a way – over the course of its run – the Countach summed up the Seventies. Insomuch as it was a decade which could veer wildly between masterpiece and parody!

Lancia Delta HF Integrale

It would be difficult to overstate the impact made by the Lancia Delta HF Integrale. It swept aside all comers – on the road and in competition. In the year and a half following its ’87 launch, the Delta Integrale won 14 World Championship rallies. Miki Biasion made the most of its dominance. He garnered two world drivers’ titles in the car.

The Integrale’s 8-valve engine made 185bhp. In ’89, it was replaced by a 16-valve head. Power increased to 200bhp. The new model totted up 13 top-echelon rally wins. Juha Kankunnen duly took the ’91 drivers’ title. Over time, the fruits of such success trickled down to the showrooms. The road-going Integrale’s finely-tuned 4-wheel-drive set-up gave good handling – in all conditions. Combine that with a 2-litre turbocharged motor – and you had a perfect blend of speed and precision. As a hatchback, practicality was a given. But, there were luxuries, too. Like Recaro seats, electric front windows and a cutting edge instrument panel.

Wide wheels and fat tyres helped give the Integrale a look of purposeful muscularity. Giorgetto Giugiaro – at the Italdesign agency – did the styling honours. The bodywork was minimalist, not boxy! The original Delta – built for rally homologation reasons – was first glimpsed at ’79’s Frankfurt Motor Show. It was followed by a Delta dynasty of progessively more sophisticated models. Lancia’s HF acronym stood for High Fidelity. It was applied to several of the marque’s cars over the years. Never more fittingly, though, than to the Delta Integrale!

Lamborghini Murciélago

The Lamborghini Murciélago was styled by Belgian Luc Donckerwolke. He had been chief designer at Audi – which, in ’98, was taken over by Lamborghini. Traditionally, the latter had recruited Italian design houses. On that basis, Bertone were briefed to create the new car. And indeed, their work was ready to go into production. At the last, though, the Bertone project was canned. The design reins were duly passed to Donckerwolke.

When the Murciélago was launched, it was with no lack of fanfare. Sicily’s Mount Etna provided the backdrop. The accompanying son et lumière show was equally spectacular – including, as it did, a volcanic eruption. Well, a virtual one, at any rate!

Designer Donckerwolke decked the car out in razor-sharp lines. Bodywork was carbon-fibre and steel. The chassis was fashioned from high-tensile tubing. Given the supercar’s shape, a low drag coefficient was a gimme. As a result, top speed for the Murciélago was a searing 205mph. 0-60 appeared in 3.85s. Notwithstanding, steady torque delivery – and electronic engine management – rendered the car relatively tractable. Suspension and brakes were, naturally, state of the art. Late in the day though it had been, Lamborghini’s decision to give the design gig to Luc Donckerwolke paid off. The Murciélago exhibited plenty of Italian flair … as well as a dash of Belgian panache!

Lancia Aurelia B20

The Lancia Aurelia B20 was the first GT – or, Gran Turismo car. It passed through six production phases – from 1950 to ’58. F1 stars Juan Manuel Fangio and Mike Hawthorn both drove B20s – when off-duty, of course! That would suggest they were on the speedy side – and they were. Styling-wise, too, B20s were ahead of the field. After all, they had been designed by Pininfarina. Credit, though, must also go to Vittorio Jano. He it was who conceived the Aurelia B10 saloon – in 1950. The B20 was based on that model.

The Aurelia was powered by a V6 motor. Again, this was the first time that that layout had been used in series production. Output was 112bhp. Co-incidentally, that was the same figure as the B20’s top speed. The V6\’s alloy block was rubber-mounted – to reduce engine vibration. A single camshaft operated on light alloy push-rods. Hemispherical combustion chambers housed in-line valves. A double-choke Weber 40 carburettor squeezed through the juice. Transmission was via a 4-speed ‘box – and column-shift. Later versions of the B20 were fitted with DeDion rear suspension. That improved the car’s wet weather handling. Front suspension, too, was beefed up – to counteract brake judder and steering shimmy. On the fifth and sixth versions of the B20, handling and braking were helped by increased torque stats. That was achieved by detuning the motor – via a softer cam profile.

To produce the B20 series, Lancia supplied a a rolling chassis to a succession of coachbuilders. Chief amongst them was Vignale. None of them, though, topped the simple sophistication of Pininfarina’s original. Rarely has coupé bodywork looked as good. You could almost say Lancia broke the GT mould with the Aurelia B20 – and, at the first attempt, too!

Lamborghini Espada

The Lamborghini Espada was designed by Bertone. Their styling standards were of the highest – both inside and out. Sitting pretty atop the tail lights, for example, was a clear glass panel. Not only was it a sweet visual flourish – it assisted with parking, too. An impressive blend, then, of form and function. The Espada’s interior was state of the art. Its focal point was a control console, between the front seats. The console – and ‘techie’ dashboard above it – housed an aircraft-type array of dials and switches. And – Sixties supercar though it was – the 4-seater Espada was far from cramped.

The top-spec Espada was good for 155mph. It was powered by a 4-litre V12. The motor sat beneath an alloy bonnet. Pierced NACA ducts adorned the front profile. Engineering-wise, a one-off 5-speed gearbox did shifting duty.

The Espada’s ride was smooth and pliant. That was aided by all round wishbone suspension – plus, a wide track and fat tyres. Overall, handling was excellent. Power-steering and auto transmission were options on later models. The Espada was based on the Marzal concept car. On its release – in ’68 – the Espada set a new speed benchmark for 4-seaters. So – in every automotive aspect – the Lamborghini Espada was a genuine Italian masterpiece!

Ferrari Daytona

The Ferrari Daytona was launched in ’68. Those in attendance were probably expecting a mid-engined equivalent of the Lamborghini Miura. If so, they were wrong. The Daytona on display that day was a front-engined GT car. Designed by Pininfarina, it was in the traditional sports car mould. A multi-tube frame, for example, supported a steel shell.

Despite its relative orthodoxy, the Daytona was still the fastest road car on the planet. Flat out, it was good for 174mph. Its V12 motor meted out 352bhp – via a manual 5-speed ‘box. Capacity was 4,390cc. Dampening down performance was weight. The Daytona had a lot of it to lug about. 3,530lb, in all. Saying that, the weight was at least evenly distributed. Rearward positioning of the gearbox/trans-axle unit helped counterbalance the frontal mass of the engine. Wishbone and coil suspension – on a firm anti-roll setting – provided plenty of traction. A tad difficult around town, the more the Daytona was given its head, the better-behaved it became. Steering lightened up nicely. Road-holding grew increasingly precise.

For a car of its class, the Daytona’s interior décor was far from lavish. Electric windows, contoured leather seats and air conditioning, though, did come as standard. Only 1,426 Daytonas were built. Overall, however, it was a success in the showrooms. Of course, the car was christened after the legendary American race-track. Ferrari had picked up many a win at The Daytona Raceway, over the years. So, it was a fitting name for what would become one of the most celebrated of Ferrari sports cars.

Lamborghini 350 GT

The 350 GT was Lamborghini’s first production car. It was launched in March, ’64. Touring – Italian coachbuilders extraordinaire – were tasked with styling it. Headquartered in Milan, Touring’s brief was based on the Lamborghini 350 GTV prototype. Bodywork comprised alloy panels. They were hung on a Superleggera steel frame. The 350 GT’s light body was key to its top speed of 152mph. The solid round-tube chassis was supported by coil spring and tubular wishbone suspension. Girling disc brakes stopped the plot.

Gian Paulo Dallara – alongside Giotto Bizzarini – engineered the GT. Power was supplied by the trusty Lamborghini V12. The crankshaft of the quad-cam 60° motor was machined from a single billet. 280bhp was duly produced. The V12 was fed by side-draught carburettors. That, in turn, led to a rakishly low bonnet line. Capacity was 3,464cc. The 5-speed transmission – and steering box – were by ZF. The rear diff was by Salisbury. Fast, smooth and tractable, the 350 GT handled superbly. So – with both the form and function of their first model sorted – it seemed Lamborghini was off to a flyer!

The 350 GT was eminently user-friendly. There was, for example, a synchro-mesh reverse gear. The cabin was a chic and comfortable place to be. Just 143 cars were built. Exclusivity, then, was part of the package. Of course – in terms of sheer glamour – the 350 GT falls short of Lamborghini’s supercars. But – as an opening sports car shot – it had all the allure and panache that would become so synonymous with the marque.