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Showing posts with label Sportscar. Show all posts
Showing posts with label Sportscar. Show all posts

Monday, September 26, 2022

This stunning Alfa Romeo racing car has never been used to race at all

~N3ver Raced~ Indeed, not all racing cars that were originally planned to be revealed in certain racing events have succeeded in becoming a reality, it turns out that there are also racing cars that have a somewhat unlucky fate and end up being displayed in museums without even being used in the racing arena at all.
The Alfa Romeo SE 048SP is designed by a former Osella designer named Giuseppe Petrotta, launched in 1990, and unfortunately never been used to race at all. (Picture from: DailySportscar)
Well this time we will discuss one of them which has also been produced by Alfa Romeo, one of the world's leading Italian auto brands. We assured some of You also have never known the racing car in question. Here's the racing car that would be discused now named the Alfa Romeo SE 048SP was launched in 1990, and unfortunately never been used to race at all.
The Alfa Romeo race car was originally built and specially prepared as a replacement for the Lancia LC2 in Group C competition.. (Picture from: ClassicDriver)
As quoted of DailySportscar, the Alfa Romeo race car is designed by a former Osella designer named Giuseppe Petrotta. It has a special look that sets it apart from other race cars by applying a rear wheel cover, and features a front-mounted radiator which is somewhat unconventional looks but easily identifiable as an Alfa Romeo sports car thanks to its typical small fake grille.
The Alfa Romeo SE 048SP is featured with a front-mounted radiator which is somewhat unconventional looks but easily identifiable as an Alfa Romeo sports car thanks to its typical small fake grill. (Picture from: DailySportscar)
This Alfa Romeo race car was originally built and specially prepared as a replacement for the Lancia LC2 in Group C competition after its race rules changed in the 1990s which essentially transitioned to a racing car is powered by a V10 engine, with weighs 750 kg. Still from the same source, reportedly that the changing racing cars were said also like a political games in the F1 arena amongst the brands under the Italian automotive giants Fiat at that time. As the result, the issue states that Lancia is concentrated to World Rally events, and Ferrari is focused on F1 arena, while the Group C racing scene is set for Alfa Romeo as its initial step back into the sports car arena for the first time in more than a decade.
The Alfa Romeo SE 048SP has a special look that sets it apart from other race cars by applying a rear wheel cover. (Picture from: DailySportscar)
So then the Italian automaker immediately drew up plans to build a race car with an Abarth designed chassis (such one used by the Lancia LC2), and powered by the 3.5 liter, 40-valves, naturally aspirated Tipo 1035 engine claimed capable to spew out over 600 bhp of power. The mentioned V10 engine was originally designed for Ligier F1 Team racing cars whose later its contract was canceled, then utilised in the rapidly cancelled as well but spectacular Alfa 164 Procar Silhouette racer. The Alfa Romeo proposed racing car was preceded by another unraced ones dubbed the SE 047 as a test mule based around the Lancia LC2, is powered by the V10 engine as well.
The Alfa Romeo SE 048SP is powered by with a Ferrari Tipo 036 V12 3.5 liter 60-valves engine, paired with 6-speeds manual transmission system. (Picture from: DailySportscar)
Unfortunately, the test results prove that the V10 is not a ready -made engine for endurance racing car, because it was originally designed for car in the F1 arena. Besides that, the automaker does not have a budget to make the engine adjustment until its performance is suitable for endurance racing, eventually the machine has never been installed to Alfa Romeo SE 048SP.
The Alfa Romeo SE 048SP now sat on display in the Museo Storico Alfa Romeo in Arese on the outskirts of Milan. (Picture from: DailySportscar)
Instead, the automaker decides to replace the V10 engine with a Ferrari Tipo 036 V12 3.5 liter 60-valves engine, paired with 6-speeds manual transmission system. Although it is mentioned that the machine is able to spray the power of more than 680 bhp, but once again the automaker done the same mistake, due to the machine is actually intended to race in the F1 arena and not specifically designed for the endurance racing event. Might be when taking such decisions, the automaker had a reasonable reason like the machine already equipped with a fairly sophisticated electronic management system, so possibility for further development is more ease to be done if there is a will and funds to do it!
The Alfa Romeo SE 048SP The Alfa Romeo SE 048SP failed to race in the Group C racetrack because development was ceased for some reason such the cost, complexity and uncertainty of success in the World Sportscar Championship. (Picture from: DailySportscar)
And that was the problem, even though Alfa Romeo's engineers and management wanted the car and the program as well, plus the help of Gianpiero 'MOMO' Moretti who uses the back door to try keep them close to the project. However above them in the group hierarchy still there were Fiat's senior executives who were far from convinced word due to their interest in the project had faded away so that the reality of the situation had crystallized and ensured the project would not get the green light.
The Alfa Romeo 155 SuperTouring came out as Alfa Romeo SE 048SP successor which turned out to be successful in dominating the racing arena by winning several national titles. (Picture from: Pinterest)
At the end of 1990, the decision of Fiat top brasses finally came down to discontinue the car project citing the cost, complexity and uncertainty of success in the World Sportscar Championship, as well as directing their attention to immediately shift to touring cars by considering that those car figure was more relevant for Alfa Romeo as a brand at that time was struggling to return to the world racing event.😱
This then gave rise to the figure of the Alfa Romeo 155 SuperTouring as a successor which turned out to be successful in dominating the racing arena by winning several national titles. Meanwhile the Alfa Romeo SE 048SP must be willing to be relegated to being on display in the Museo Storico Alfa Romeo in Arese on the outskirts of Milan, and made it to be one of the most beautiful Group C cars of all that ever existed, though it's never used for racing at all.😉*** [EKA | FROM VARIOUS SOURCES | DAILYSPORTSCAR ]
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Sunday, September 25, 2022

Unique Porsche 550 Buckelwagen and Coupé

~Legendary BEAST~ Speed, the world of race, and Porsche are like a straight line. Yes, since the first time the company was founded in 1931 in Stuttgart, Germany by Ferdinand Porsche, it has always been close to the speed and the world of race. And one of the famous cars ever made by the German manufacturer is the Porsche 550.
1953 Porsche 550 CoupĂ© (chassis number #550-01) was painted with the race car’s livery along with #154 like when it is raced in the 1953 Carrera Panamericana. (Picture from: Pinterest)
It is a racing sports car manufactured by Porsche ranging from 1953 to 1956. At that time only 90 Porsche 550s were produced, but it quickly dominated the world of racing in the 1.1 and 1.5-liter classes. Truely, the Porsche 550 is a mid-engine car with an air-cooled four-cylinder engine, whose design follows the 1948 Porsche 356/1 prototype designed by Ferry Porsche with its aluminum body made by Erwin Komenda.
Ferry Porsche's sons. Hans-Peter (b-1940), Ferdinand Alexander (b-1935), Gerhard (b-1938), and Wolfgang (b-1943) were posed on 1953 Porsche 550 'Buckelwagen' (chassis number #550-09). (Picture from: OppositelockKinja)
A year before producing the legendary RS Spyder model, the manufacturer had experimented on several unique 550 prototypes. The car featured  with a high rear deck head-faring behind the two comfortable seats, and then Porsche engineers gave it a nickname as the 'Buckelwagen,' it translated to 'hunchback car'.
1953 Porsche 550 'Buckelwagen' (in picture the chassis number #550-06) along with the #550-07 are built as a factory test and endurance race practice car.. (Picture from: Type550)
There was a total of three configured 550 prototypes with the buckel fitted, ie the car with chassis number #550-06, #550-07 (originally built as a factory test and endurance race practice car) and #550-09 were fitted with removable hardtops that transformed the diminutive roadster into a sleek coupe, was also used by factory drivers Hans Herrmann and Richard von Frankenberg as a demonstration car to assess potential Swiss driving school students to join the company' factory team. 
1953 Porsche 550 'Buckelwagen' (chassis number #550-07) while on the racing track with a female racing driver named Annie Bousquet behind the wheel. (Picture from: Type550)
As quoted from the Type550, it was also stated that the Porsche 550 was also inspired by the Glöckler-Porsche 356 racing car developed by Walter Glöckler previously for his racing team. This car is designed with a full glass-rimmed windshield and tapered transom windows which, under rigorous testing, proved to be more aerodynamic than previous designs.
1953 Porsche 550 'Buckelwagen' (chassis number #550-09) with removable hardtop built by Karosseriebau Weinsberg with a red interior. (Picture from: OppositelockKinja)
The first car built in 1953 by using VW's spare parts, it could be possible because previously Ferdinand Porsche Sr. had designed many impressive cars including the Lohner-Porsche Hybrid, Mercedes-Benz SSK, Auto Union V16, and Volkswagen Beetle, so no wonder for his son easier to build the first Porsche racing car by using VW's parts.
1953 Porsche 550 'Buckelwagen' (chassis number #550-09) with removable hardtop sported a quad-cam engine. (Picture from: OppositelockKinja)
Not only that, the Stuttgart-based auto manufacturer also had time to make two units of the 550 pure-coupé racing car which were later used as the company's team racing cars. These were quite successful and could be faster in the circuits, but the roadster was later preferred as a more saleable car. And this RS Spyder model then known became the most expensive Porsche car ever sold in an auction and has many legendary stories as well.
1953 Porsche 550 Prototype 'Buckelwagen' (chassis number #550-09) was painted with the race car’s livery along with #351 and had toured around the several Porsche dealerships throughout Germany for the few months with the winning wreath displayed on the front hood. (Picture from: Type550)
The design advantages made the Porsche 550 so dominant among the high-end racing cars in the mid-1960s. Indeed, the 550 racing car has a solid racing history with its first race entered was the NĂŒrburgring Eifel Race (Eifelrennen NĂŒrburgring - Sports 1500 cc) in May 1953 and where's the Spyder model won. And since then, the 550 Spyder will usually occupy the top 3 positions in its class, due to each Spyder is designed and adapted to be fastly driven.
1953 Porsche 550 CoupĂ© (chassis number #550-01) was painted with the race car’s livery along with #154 and won a Best of Show award at the 2005 Amelia Island Concours. (Picture from: UltimateCarPage)
In late 1953, Porsche showcased a more definitive version of the 550 with a quad-cam engine and simple roadster body. Despite these upgrades, the Coupés were retained by the factory to contest the Carrera Panamericana race. Outfitted with sponsors, they were raced by Jose Herrarte and Jaroslav Juhan to victory in the 1500cc class.
After their appearance at the Carrera, both Coupes were retired and little seen at pubic events. The car with chassis number #550-01 was eventually discovered in the mid 2000s and restored by Cavaglieri Restorations for the Collier Collection. In its 1953 Carrera Panamericana #550-1 won a title of the Best of Show Award at the 2005 Amelia Island Concours.
1953 Porsche 550 CoupĂ© (chassis number #550-03) was painted with the race car’s livery along with #159 and debuted at the 2011 Porsche Race Car Classic after a five year restoration. (Picture from: Type550)
The second Coupé with the chassis number #550-03, was also restored by Cavaglieri Restorations for Jerry Seinfeld. Sitting on original Dunlop Racing tires it debuted at the 2011 Porsche Race Car Classic after a five year restoration. Restorer Joey Cavaglieri said the most difficult part was restoring its hand-made aluminum body. *** [EKA [05112020] | FROM VARIOUS SOURCES | TYPE550.COM | SUPERCARS.NET | WIKIPEDIA | OPPOSITELOCK.KINJA.COM]
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Saturday, September 24, 2022

It's only one running replica and quarter-scaled model were left

~Replica ONLY~ To produce a car model, usually, the auto manufacturer must go through many stages, starting from a concept design development to making a decision to produce it or not. Well, at the design development stage, manufacturers usually also make several models of the car concept in several sizes ranging from small to 1: 1 for a series of tests and or also used as a promotional model to see the public interest on being worked model.
1956 Pontiac Club de Mer concept car (in pictured replica model by Marty Martino) launched for the first time to public at the GM's Motorama Show(Picture from: Carscoops)
The same thing was done by the American automotive giant, General Motors who had made several famous future concept cars. They make these concept cars as a basis for producing cars in the future. Including something created based on one of their other brands, due to the manufacturer houses multiple car brands.
1956 Pontiac Club de Mer Concept is said the perfect setting for its resort club image(Picture from: CarDesignNews)
And the Pontiac Club de Mer Concept may be one example made by Pontiac in 1956 and launched for the first time at the General Motors Motorama Show at the time, and sat along with its sibling, Oldsmobile Golden Rocket. This futuristic concept car creation embodies Harley Earl's design ideas, then translated and brought up by Paul Gillian, the Pontiac design chief then.
The Pontiac Club de Mer published on the 1956 GM Motorama's brochures. (Picture from: AMKlassiek)
As quoted of Wikipedia, it was a two-door sports roadster that incorporated innovative breakthrough styling like a sleek, low-profile body encasing a large engine, a design trend used widely in LSR (land speed record) trials at Bonneville Salt Flats in Utah during the 1950s. The overall its body styling was a smooth, non-undulating profile, similar to an American supersonic jet fighter, with virtually no protrusions or recesses of any kind save for the out-vents on the leading edge of both doors, and the fin. 
This reproduction version of 1956 Pontiac Club de Mer Concept's interior is faithful insisted to the original design(Picture from: CarDesignNews)
The vehicle had no bumpers, a common feature on most concepts, and the door handles were quite small and also had a very low profile at just under 990.6 mm (39 inches). The concept car's exterior was inspired by contemporary aircraft designs at the time, using a stainless steel monocoque, individual windscreens similar to those on the 1955 Lincoln Futura (later TV's Batmobile), an aerodynamically fashioned fascia that flowed down from the hood skin to cover most of the grill, concealed headlights, and a single rear-deck dorsal fin.
1956 Pontiac Club de Mer concept (in pictured replica model by Marty Martino) was inspired by contemporary aircraft designs at the time(Picture from: AMKlassiek)
While its interior styling had a barebones functionality to it, but it is still much better than the production vehicles available in showrooms at the time. Instruments were low key, with triangularly configured gauges mounted well behind a three-spoke, GT-style steering wheel, around the steering column. The speedometer was positioned on top, and a smaller gauge on either side, each enclosed in its own pod. The interior was finished in red, while passengers gained entry through conventional doors. 
1956 Pontiac Club de Mer (front) sat along with the Oldsmobile Golden Rocket at the 1956 Motorama(Picture from: CarDesignNews)
It is known that only one Club de Mer prototype (actually just a rolling model) was ever constructed and unveiled in Miami, Florida, along with another ¼-scale model. But then, the only prototype was scrapped out by GM in 1958 as part of the company's policy for any concept vehicles it deemed had expired and no longer profitable. And only its ¼-scale model exists todays was owned by Joseph Bortz of Illinois until it sold to noted car collector Ron Pratt at the 2007 Barrett-Jackson Classic Car Auction for $75,000.
However, there is another life-sized Pontiac Club de Mer replica in mint shape and fully functional ones. This running replica built by Marty Martino back in the 2000s, based on a 1959 Pontiac chassis and powered by the 1959 Strato Streak engine mated to the Jetaway Hydro-Matic 4-speed transmission. It took three years to complete and sold at auction in 2009 for $110,000. *** [EKA [15092020] | FROM VARIOUS SOURCES | BARRET-JACKSON | WIKIPEDIA | CARSCOOPS  | AMKLASSIEK]
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Thursday, September 22, 2022

Did you ever knew this one-off Iso Rivolta Daytona sports car?

~ONE Off~ The naming of the car produced by the mostly automakers in the world are usually made for the reasons of market trends, designs, history, even related to several world's famous racing events such Daytona 500, 24 Hours of Le Mans, 12 Hours of Sebring and others. But specifically this time we would discussed about the 'Daytona' name considered as one of the names that might be often used by the automotive manufacturers for their car models.
The one-off Iso Rivolta Daytona aka. Nembo-1 is built in 1965 by the famous Neri & Bonacini (Nembo) coachbuilder, and based on the early design sketches of Giotto Bizzarrini. (Picture from: Supercars.net)
As quoted of Wikipedia, the name refers to the Daytona International Speedway which is one of the American famous circuits where the NASCAR annual racing was held routinely. So to this day you may have known about the Shelby Cobra Daytona Coupé, Ferrari 365 GTB/4 Daytona Coupé, Dodge Charger Daytona, Chevrolet Corvette Daytona, and the latest Ferrari Daytona SP3, etc. Did you ever heard or even knew about the Iso Rivolta Daytona before?
The one-off Iso Rivolta Daytona's lightweight aluminum bodywork installed on the chassis of early Iso Rivolta. (Picture from: Supercars.net)
It's natural if you do not know about this Italian classic sports car, because it's one of the cars made in 1965 by an Italian automaker called Iso. As we all know, this Bresso, Milan based company owned by Renzo Rivolta which was originally a refrigerator manufacturer, later expanded its business to produce scooters. As time goes by, then this Italian company branched out and made its own Iso Rivolta, which in its brochure, the car was described as a "new concept of high-performance motoring" that combined Italian engineering and Bertone styling with a cheap and reliable American V8.
The one-off Iso Rivolta Daytona looked like a short-wheel-base Grifo A3/C with the same tail and windshield but had a large front grille plus a unique feature was the roll-down rear-windscreen. (Picture from: Supercars.net)
While the original concept was a large four-seat, road-going tourer, besides for several early chassis were converted into lightweight sports cars, and one of them was the Iso Rivolta Daytona. Uniquely, the Daytona was built after this manufacturer produced the Iso Grifo which was designed by Giotto Bizzarrini as both a road legal and race cars. Unfortunately the collaboration between Renzo Rivolta and Giotto Bizzarrini did not last long and had to end in 1965, however, Iso still wanted to continue making race cars that would be used to race in the prestigious 24 Hours of Le Mans at that time.
The one-off Iso Rivolta Daytona's interior accomodated only two seats with a stylish steering wheel and sporty panel instruments arrangement on its dashboard. (Picture from: Supercars.net)
Well, to smooth out its intention to make a worthied racing car to speed at such prestigious event, the Italian automaker decided to use a specially prepared body was made from aluminum and only had room for two seats built on the Iso Rivolta's chassis. And the whole process of the car building was executed by the Modena-based coachbuilder Neri & Bonacini (Nembo), based on the early design sketches by Bizzarrini.
The one-off Iso Rivolta Daytona is poweres by a Corvette's V8 engine mated to a four-speed close ratio gearbox and a Power-Loc equipped Salisbury differential which is definitely outstanding. (Picture from: Supercars.net)
Upon completion, the first car to be given a light color finish was dubbed the Nembo-1 which looked like a short-wheel-base Grifo A3/C with the same tail and windshield but had a large front grille plus a unique feature was the roll-down rear-windscreen.
Uniquely, the one-off Iso Rivolta Daytona featured with roll-down rear-windscreen. (Picture from: Supercars.net)
For performance, this car relies on the performance of a Corvette's V8 engine mated to a four-speed close ratio gearbox and a Power-Loc equipped Salisbury differential which is definitely outstanding. As for the suspension, relying on double wishbones upfront but the rear was quite complex. It used a de Dion-type axle with trailing arms and Watts link with inboard disc brakes.
In 2000, the Iso Rivolta Daytona has experienced a thorough ground up restoration which included several body alterations such the front hood scoop was changed, added two new scoops for cockpit ventilation, side mirrors and the windows were changed from sliding to a pull up system. (Picture from: Supercars.net)
This car is included a very rare item, because it was made in 1965 only one unit for Carlo Bernasconi of Milan which was noted as the owner until 1991, then it sold to the next owner, Binie William. It was then fully restored by Paul Lanzante in England included knock-off Campagnolo alloy wheels. In such fit condition at the time, this car had won the 1997 Italian National Hill Climb Championship for the GT Prototype Class and placed 7th in the 6 hours of SPA in 2000.
The one-off Iso Rivolta Daytona also got a splendid and lavish interior, complete with matching gauges and tan leather upholstery. (Picture from: Supercars.net)
In 2000, the car handed over again to a new American owner who acquired it at a Coys auction for $857,640 which then commissioned a thorough ground up restoration. This included a splendid and lavish interior, complete with matching gauges and tan leather upholstery. Some body alterations were made like the front hood scoop was changed, two new scoops were added for cockpit ventilation, a side mirror was added and the windows were changed from sliding to a pull up system.
The one-off Iso Rivolta Daytona also got an engine revitalization by Ron Shaver with a crossover manifold and 48 DCO 2SP Weber carburetors to produce 490 bhp. (Picture from: Supercars.net)
While for its engine revitalization is done by Ron Shaver with a crossover manifold and 48 DCO 2SP Weber carburetors to produce 490 bhp. This freshly looking car appeared at the 2004 Monterey Historic Races acclaimed much surprised and praised.

In 2007 the car again appeared at the Monterey Pre-Historics to test out its new Canepa Design suspension. The extensive work included new suspension pickup points for new shock mounts and roller spline axles. Adjustable Koni shocks were fitted and offered a lower ride height. 
We're apologized due to video above is not about the Iso Rivolta Daytona, instead a digitalized concept Iso Rivolta GTZ designed by Zagato and launched back in 2017. *** [EKA | FROM VARIOUS SOURCES | SUPERCARS.NET | WIKIPEDIA ]
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Tuesday, September 20, 2022

Looking back the fierce futuristic shaped car on the rally tracks of Lancia Stratos

~Legendary BEAST~ In addition to making a quite good four-wheeled vehicles, it turns out that Lancia also has a series of racing cars that are quite successful in the world car racing scene. Well, to develop such fast car model variants, the Italian automotive manufacturer then collaborated with several coachbuider companies. At first Lancia always used the services of Pininfarina and had never tried using Stilo Bertone's services before.
The Lancia Stratos HF (in pictured Group 4 rally car) developing process began in 1970 under the control of Sergio Camuffo and Giovanni Tonti, and among the engineers involved in this race car project were such Francesco De Virgilio and Nicola Materrazi. (Picture from: Wikipedia)
That's why then Stilo Bertone intends to create opportunities to collaborate with Lancia. The Italian coachbuilder knew that at that time Lancia wanted to find a replacement for their outdated Lancia Fulvia to use in the WRC rally event. Then Stilo Bertone decided to design a concept car model that caught Lancia's attention so that the Italian manufacturer was interested in using their services. In the process of designing the concept car, Bertone also used the Lancia Fulvia engine and put it into a chassis that had been designed by one of Bertone's renowned designers, Marcello Gandini.
The Lancia Stratos Zero as the predecessor of the Lancia Stratos HF designed by Stilo Bertone, and is exhibited for the first time to the public at the Turin Motor Show 1970. (Picture from: AutoWeek)
With the such good combinations then they managed to set a radical-shaped concept car that so could be said to be an important point of 20th century design, named the Lancia Stratos Zero. As we could be seen it has a low, sharp, and aggressive form and broke the tradition of a tough sports car that is dominated prevously by curved body cars.
The Lancia Stratos HF (in pictured Group 4 rally car) has a low, sharp, and aggressive form and broke the tradition of a tough sports car that is dominated prevously by curved body cars. (Picture from: Supercars.net)
Before being exhibited for the first time to the public at the Turin Motor Show 1970, Stilo Bertone brought the concept car to the Lancia headquarters and unexpectedly the Lancia workers greeted this car with enthusiasm and gave it a big round of applause. After negotiations, both parties agreed to build a new rally car based on Gandini's design.
The Lancia Startos HF (in pictured Group 4 rally car) was developed which is very similar to its road-legal car, and thanks to its 24 valves drivetrain, so the could be had a power of 190 bhp up to 280 bhp. (Picture from: CollectorsCarWorld)
The Lancia's new rally car developing process began in 1970 under the control of Sergio Camuffo and Giovanni Tonti, and among the engineers involved in this race car project were the Lancia's veteran engineer such Francesco De Virgilio and a young-talented engineer named Nicola Materrazi who later became one of the most visionary engineers in the Italian racing and sports car scene. 
 
At that time the Technical Director of the Lancia's Racing Division, Giovanni Tonti had briefed Bertone's Marcello Gandini in making that the Lancia new rally car candidate should no less luxurious than the Stratos Zero, but still different and far more practical for rallying. And from the start, the new rally car was designed as a mid-engined compact sports car built on the confines of the rally regulations of the time.
The Lancia Stratos HF (in pictured is 1973 model) produced began in 1973 with 400 units ever made for Group 4 homologation. (Picture from: FavCars)
As time goes in 1971, Marcello Gandini came up with a new Lancia Stratos HF prototype featuring a bright orange color and powered by a 2.4-liter V6 engine of the Ferrari Dino 246 that's deemed ideal by the Lancia's Technical Director to those Italian company's new rally car. Unfortunately at first those engine options for the mass production model did not go smoothly, due to Enzo Ferrari considered this new racing car as a threat to his Ferrari Dino, so the Maranello automaker was not interested in any cooperation with Lancia which of course required the Turin-based company should immediately find another engine supplier. 
The Lancia Stratos HF (in pictured is 1973 model) aims to not only speeding at asphalt events, but also be wildly successful on various surfaces ranging from gravel to snow and everywhere except to swim on the water. (Picture from: FavCars)
Then the automaker was forced to announce that the production version of the Lancia Stratos HF would be not use the engine from Maranello, and is considering to use Maserati's engine. But somehow then Ferrari turned to back support in 1972 and was willing to supply 500 engines for Lancia. The Lancia Stratos HF made its WRC debut with Sandro Munari behind the wheel at the Tour de Corse 1972 but its performances at that event and the next two series were plagued by problems with engine upgrades that were too beastly to bear on the back of the Stratos. After the problem was resolved, Stratos quickly took the step by taking the first win in the racing series which provided a winning streak for the Lancia team.
The Lancia Stratos HF (in pictured is 1973 model) is powered by a 2.4-liter V6 engine of the Ferrari Dino 246 that's deemed ideal by the Lancia's Technical Director to those Italian company's new rally car. (Picture from: OtoBlitz)
More than three years after the Lancia Stratos Zero was first shown, and its production finally began in 1973. At least 400 units ever had produced for Group 4 homologation, so there was pressure to assemble the racing cars as quickly as possible. Meanwhile the Stratos rally version was developed which is very similar to its road-legal car. And thanks to its 24 valves drivetrain, so the could be had a power of 190 bhp up to 280 bhp

By applying a slightly more aggressive body kit sets the rally car apart from the road version. In mid-1974 Stratos received full Group 4 homologation and in the hands of automaker team and privateers, the car began a series of extraordinary successes. At that time Italian rally legend Sandro Munari led the Stratos to their first win of a staggering seventeen WRC events during the San Remo rally in October 1974. 
The Lancia Stratos HF (in pictured is 1973 model) applying a slightly more aggressive body kit sets the rally car apart from the road version. (Picture from: FavCars)
Despite its supercar looks, the Lancia rally cars aim to not only speeding at asphalt events, but also be wildly successful on various surfaces ranging from gravel to snow and everywhere except to swim on the water. The car scored three consecutive WRC titles in 1974, 1975, and 1976. 

Unfortunately, Fiat withdrew its support from the Lancia Stratos and preferred to promote its Fiat 131 Abarth, but that didn't prevent the Lancia racing cars from continuing to win in the hands of capable drivers under well-organized privateer teams. Lancia Stratos HF scored its last WRC win at the Tour de Corse 1981, taking a total of 18 podiums. 
Apart from WRC victories, the Stratos HF was very successful in two major events, the Tour de France Automobile which was won five times in 1973, 1975, 1977, 1979 and 1980 and the Giro d'Italia automobilistico where it won three times, in 1974, 1976 and 1978.

Now for the drivers, besides Sandro Munari, another name that is closest to the car is Bernard Darniche. He was the ace of the French Lancia team whose brought victorious for the team in the WRC rally while behind the wheel of the Stratos HF and four of its six victories at the Tour de France Automobile. 
The New Lancia Stratos of 2015 posed along with its legendary predecessor Lancia Stratos HF. (Picture from: Autoblog)
In between 1973 and 1978 fewer than 500 Stratos (some said precisely has 492 units) were ever made, including about 50 competition cars. So it's undeniable if this car has deserved to note itself in history as one of the most legendary rally cars of all time and one of the most stylish cars. The car fits in well with Lancia's highly successful rally car series which includes its predecessor the Fulvia HF and its successors 037 and Delta. or its modern interpretation ones called New Lancia Stratos by Pininfarina back in 2015. *** [EKA | FROM VARIOUS SOURCES | LANCIA | WIKIPEDIA | AUTOWEEK | COLLECTORSCARWORLD | SUPERCARS.NET ]
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