Lancia Aurelia B24 | Vintage

31 August 2020 Redazione News, Vintage

TIMELESS CHARM

Words by Remigio Camilla / Photos by Alessandro Marrone

1950, 5 years have passed since the end of the Second World War, economy is struggling, the car industry tries to re-establish itself and resume normal production after the forced war conversion for most of its factories. The new models presented to the public are often nothing more than reinterpretations of pre-war models and if not such, they certainly do not present any significant technical innovations. Giovanni Lancia, acting with great courage, reveals to the public the AURELIA, the most innovative car in the entire panorama of that period for the adopted avant-garde solutions. Compact front engine, V6 cylinders at 60°, so small in size that it is shorter than a normal in-line 4-cylinder. But another innovative element can be found in the rear axle, where the differential gearbox clutch and the central inboard brakes are positioned, in order to limit unsprung masses, improving weight distribution for a better grip. All of this is enclosed in a single merger, in a single block, anticipating by 20 years the system which will be defined as Transaxle, adopted in 1972 by Alfa Romeo with the Alfetta model and in 1977 by Porsche with the 928. Independent four wheels as well, the body self-supporting as in perfect Lancia tradition already from the Lambda model from 1918, the year in which this patent was filed. The bodywork then has many aluminum parts, such as doors, hoods and mudguards, thus achieving a significant reduction in weight.

The V-shaped 6-cylinder Aurelia engine still remains an undisputed jewel in terms of design and technical contents developed by the very young Eng. Francesco De Virgilio, who began studying this particular engine since 1943. He senses that for a perfect balance, the 6-cylinder must have a V-angle between 40 and 80 degrees and to carry out its first experiments starts by splitting an 8-cylinder engine. His intuitions are right and are promptly approved by engineers Vittorio Jano and Giuseppe Vaccarino who give him the green light to experiment. Of particular interest the words of the same Eng. De Virgilio concerning his studies, especially when reaching the conclusion that 12 different motor shafts could be built, which could originate a V-shaped 6-cylinder engine of any angle and turn with equal outbreaks of 120°, but with only two of these shafts it was possible to obtain a perfectly balanced 60-degree V6 engine, the one that will lead to the Aurelia engine. Continuing his studies and analyzing the position of the pistons, he also came to determine the possibility of making 4 V6 60° engines and 4 other 120° V6 engines, all with different motor shafts and all perfectly balanced. But the choice fell on the V6 at 60° because it was more compact and perfect to be inserted in the engine bay of the new car. The first Aurelia model bears the initials B10, with a displacement of 1,754 cc, 56 horsepower and a speed of 135 Kph.

It seems that the choice of this engine had been imposed by Giovanni Lancia himself, in order to discourage a possible use of the car in racing which with this very engine could not take part in the 1,500 class and not even in the 2,000. Soon, however, the B10, although not very fast, was chosen for its great road qualities by private drivers to race in the Touring category, especially challenging its direct competitor, the Alfa Romeo 1.900 which was in the same conditions, as it could not access in Class 2,000. At this point Giovanni Lancia was convinced that it was time to face the world of competitions that could offer great prestige to the Lancia brand with the potential of reaching new customers. Among its designers, having Ing. Vittorio Jano as sports cars expert, in a short time the displacement began to rise progressively: 1,991 cc with the B21 and B22 models, up to 2,266 cc for the B12 model, the last of the series. The results obtained were exciting and from 1950 to 1955 the Aurelia sedan won the most prestigious races in the Touring series.

The bodywork of the B10 as well as in following versions, had not followed the fashion of the moment coming from America, with the line called Ponton with completely flat sides with fenders perfectly inserted in the line of the side, as in the case of Italian models of the same period, like for example the Fiat 1.400 and the Alfa Romeo 1.900. On the contrary, the mudguards came out soft and sinuous from the side and the tail did not highlight the third volume of the trunk, but slid rapidly downwards, a line that today is used to define two-volume fastbacks. A line therefore very personal and out of the box drawing origin and inspiration from another very famous Lancia model of 1946 and designed by Pininfarina, on the Aprilia chassis, the Bilux, this time reworking the front and above all softening the sides, tail and height. The Aurelia had been pleasantly defined as “smooth as a river stone”.

The B24, Pininfarina’s masterpiece, undoubtedly represents the ultimate expression of the Aurelia model, without taking anything away from the B20 and the other special versions, but the Spyder is known for its great charm and in this specific case its elegance is impressive. The proportions of the car are perfect, if we look at the side view we cannot fail to notice how the passenger compartment is in a perfectly central position and the two front volumes of the engine compartment and rear of the trunk have the same length, if measured compared to the door that has the same length of the passenger compartment. In the bodywork as a whole, a close link with the standard sedan is easily detectable, it makes it immediately recognizable as the spyder version of the Aurelia sedan. The front is more sinuous, slender and leaning forward and in the rear three quarters it is as if Pininfarina had taken over and gently raising the protrusion of the rear mudguard compared to the side, aligning it in height with the front mudguard, resulting in that characteristic slight rise compared to the belt line. This is a detail that will be taken up in the Giulietta Spyder, but with the rear fender perfectly aligned and melted with the flat side, something that will be preserved over time on other models, like on the Fiat 124 Spider. The very sporty and elegantly aggressive front corresponds to a very soft tail section with a slight hint of fins enhanced more by the protruding lights than by the sheet metal. The rear elevation also enhances the sportiness of the car with the exhaust pipes one on each side, the bumper divided into two parts with the plate in the middle, another distinctive Pininfarina’s element soon to be reproduced on other models such as the Duetto “Osso di Seppia” and on the Fiat 124 Spider, but also imitated and modeled by the 1963 Porsche 911 or by Ercole Spada when he designed the Fulvia Sport for Zagato.

Obviously the feature of the split bumper at the back was very consistent with the first version of the B24, where the front too had this feature, enhancing the classic Lancia shield in all its verticality. Only in the version intended for the American market and not officially defined as America, we had the two front blades of the bumper joined together by a horizontal chromed tubular added and placed almost at the base of the Lancia shield. In the second version or series of the B24 defined Convertible, the front bumper has a continuous blade where the Lancia shield slightly sinks towards the base. Also on the back, the same solution of the continuous blade is adopted, resulting in a more horizontal and subtle trend at the front and tail, but losing a little bit of that sportiness that had characterized the first series.

This type of bumper is probably adopted for compliance with American regulations, since most of the production was hoped to be destined for that type of market, but it did not go exactly like that. The Convertible version coincides with the transfer of ownership of Lancia to Pesenti, whose management decides to apply to this model a series of modifications aimed at making it more comfortable. In addition to the already mentioned bumpers, other aesthetic variations are found at the front, where the air intake on the hood is thinner and wider always developing horizontally. But the element that most distinguishes the two versions is the front windshield, no longer wrapping towards the sides like that of the first series. On this new version the front window is more conventional, not wraparound but functional to the new type of door now equipped with deflector, descending glass and external handle for opening. The interior is also revised with a new instrumentation and the mechanics adopted correspond to that of the B20 IV series. It is interesting to note that the second series is officially defined as “GT 2500 Convertible America” ​​as reported in the Use and Maintenance booklet until May 1957.

The B24 of our article is a third series, identical to the previous model but with the mechanical improvements adopted on the B20 VI series, this version definitively loses the suffix America also on the Use and Maintenance booklet and bears only the B24 S abbreviation. Some details however indicate that this B24 was built according to specific requests of its first owner, such as the adoption of the two additional Marchal deep headlights, perfectly positioned in a special seat, which greatly benefit the sportiness of the car as they elegantly enrich the front . The Autovox on-board radio with preselection buttons in the center of the dashboard was fitted by Pininfarina on specific request and the crossed flags positioned in the center of the rear hood above the opening handle, one of which with the Pininfarina F and the other customized by the owner also represent this as a bespoke version.

The interior features a dashboard equipped with two large circular instruments that contain all the information: tachometer, speed indicator, fuel level indicator, oil pressure gauge, total and partial resettable Km counter, water temperature, clock, a pretty high-level instrumentation, borrowed exactly from the B20. The Nardi three-spoke steering wheel with generous diameter with wooden crown is very elegant and prestigious. The seats and door covers are in red leather.

At the time of our shooting, the B24 fortunately mounted the splendid hard top designed and produced by Pininfarina, in the same metallic gray color of the body, which gives it an elegant yet sporty look, very flat above the front windscreen and descending towards the back with a rear window enveloping and panoramic. The charm of the car is easy to found in every detail and by opening the rear hood we can notice the care with which the trunk is finished, the complete concealment of the spare wheel and the precious bag that contains the first aid tools, nothing is random here. The engine compartment is also perfectly neat, also thanks to its symmetry, with the two blocks with three V-positioned pistons, with the Weber 40DCL carburettor in the center and the intake manifold that generates two symmetrical air filters, almost respirators. The radiator with the two manifolds that bring the circulation of the cooling water to the two cylinder blocks and for each cylinder block, the cap for the introduction of the lubricating oil, with the precious plate with the inscription “Every 6,000 Km change the cartridge of the oil filter.” The radiator as standard for the time, had the classic curtain operated by a special thermostat, which allowed it to open and close according to the external temperatures and those of the engine. Note how on the Aurelia, as much as on many later models, inside the engine compartment there was the oil pump for the shock absorbers divided into front and rear, so as to be able to periodically recharge them, all refinements lost over time, which made Lancia technologically better than most of its competitors.

As indicated by the ASI Targa Oro (gold plate historic register), the car is from 1957 and has never been restored, but kept original in all its parts, including all the components of the dashboard. The third series was the one in which 371 specimens were produced and produced from 1955 to 1958, remaining on the list until 1959.

This B24 Convertible recalls the protagonist of the movie “Il Sorpasso” which is invariably mentioned when talking about this model. In the film it is perhaps the most important character, if you allow me that expression. The scenes featuring the car are continuous and highlight some interesting details, such as the radio identical to the one fitted on the B24 of our piece, behind the standard lights you can see horrible additional lights in compliance with the new motorway code, but what is worse is seeing how the car is treated with a lot of swagger exuberance. Also, the front right fender is badly grouted and unpainted. Gassman often gets into the car like a cowboy without opening the door or sitting behind the wheel with his leg hanging out of the door, obviously these are all licenses granted to the spirit and plot of the film, but, knowing the historical and monetary value achieved by the car built in only 771 specimens, seeing today a car like this treated with so much carelessness is a blow to the heart for a vintage car enthusiast.

I would not forget those who collaborated with Pininfarina in the realization of this splendid model, often called “The most beautiful car ever built”. Franco Martinengo, at that time and until 1972 Director of the Pininfarina style center, loved to repeat: “When you see an Aurelia B24 pass by, it is not enough for you to look at it, you would want to touch it”. A splendid affirmation of involvement of the senses, like a classic work of art such as the Nike of Samothrace or Canova’s Three Graces. Notable designers include Francesco Salomone, Adriano Rabbone, Aldo Brovarone, Luigi Chicco and Giacomo Borgogno.

70 years have passed since its debut, but the Aurelia continues to be the greatest icon among Italian car of the 50s, as it represents the Italian technical progress of that period and all of its new impulses and developments. During this period the Mauto (Automobile museum) in Turin dedicates a splendid exhibition that will wait for you until September 27th, with 19 models on display, including special series and models.