Small but Perfectly Formed

Giovanni Moretti established his motorcycle manufacturing business in 1925 in Fabbrichetta, an area in the Grugliasco district, just to the west of Turin’s city centre. Though it was not long before he began to experiment with vehicles which would today be termed ‘microcars,’ the first Moretti recognisable as a conventional ‘car,’ the Cita, did not appear until ’46. Subsequently, an unusually wide and diverse range of models emerged. With the following decade came a model line utilising Moretti’s own 4 cylinder 747 cc engine, a development of the Cita’s 350 cc twin cylinder and ‘600’s’ 592 cc 4 cylinder power units . Although mainly known for his work for Alfa Romeo and Maserati, Ing. Alberto Massimino is thought to have been responsible for the design of this engine. Development soon resulted in a twin cam version, subsequently enhanced with additional main bearings, (5 in total), allowing a high rpm capability, opening up Moretti’s sport and racing ambitions, power output being a competitive 55-60 bhp, (twice that made by the original, single cam version. In competition barchetta applications, this engine was capable of over 70 bhp).

750 Moretti Twin Cam engine. Courtesy VeloceToday

Thinking about Moretti also brings to mind Tecno and its racing cars. Mostly the Etceterini were in effect modifiers of Fiat vehicles and parts. Both Moretti and Tecno were intent on designing/making everything for their products including the engines – and Tecno didn’t hesitate even when it came to the ‘need’ for something as complex and challenging as a Flat 12.

The ‘750’ would be utilised to power twelve Moretti models from ’52 through to ’60 by which time the basis of new products and ongoing production was switched to Fiat models in a methodology similar to that adopted by Abarth after its split with Simca.  By far the most charismatic Moretti of the Fifties was the Gran Sport Berlinetta.  A range of introduction dates have been suggested, but it is probably accurate to say that the model was made only in the years ’53 and ’54.  In considering this model, it is useful to also refer to the barchetta ‘Sport,’ of similar configuration.  Only three of these were initially constructed, (with a further two in ’56 for Le Mans).  In comparison, the coupe’s built-count is heady at around twenty!  Testifying to the esteem in which the model is held, no less than twelve survivors are currently catalogued in the Moretti Registry, (https://moretti-registry.com/ ).

The bodywork, styled by Giovanni Michelotti, sits on a spaceframe chassis - not a backbone type as misreported elsewhere – constructed with square section tubing.  The body itself has been said to have been made at Motto, but I have not seen any certain confirmation of this, and the Carrozzeria’s badges are not evident on the cars.  The possible confusion may result from a misunderstanding of the two similar company names.  A proportion of Motto’s work was as a subcontractor, including commissions from Vignale, the carrozzeria with which Michelotti was associated from 1949 onwards.  Additionally, around the same date, Moretti created another coupe model, differentiated by being powered by a ‘1200’ (1204 cc) version of the twin cam engine.  This model’s body is generally accepted as having been Motto-built.

 

750 Gran Sport chassis frame. Courtesy Karl Ludvigsen

A wide range of values has been quoted for the kerb weight of the Gran Sport, all the way from 655 Kg down to 495 Kg. The latter figure is credible given the car’s size and the usually-given 0-60 mph time of around 11 seconds, (for the 57 bhp output version engine).  For comparison, early versions of the Abarth 750 GT Zagato weighed a touch under 600 Kg and deployed about 47 bhp maximum power from the engine, enabling a 0-60 mph capability of around 17 seconds. 

The earliest-produced car for which I have images is #1037.  This is the single recorded Gran Sport with a Zagato body.  The basic outline of the car is similar to the Michelotti design as seen in the illustration below:

Left: #1037, Gran Sport Zagato; right: Gran Sport #1293

Notable variations as seen in these photographs: nose profile/intake aperture; bonnet panel; wheel openings; roofline; rear side windows/C post; rear wings.  (Note – the grille in the front aperture of #1293 is customised in egg-crate style – a horizontal slatted style is standard). 

Some previous citations about this car attribute a single cam engine, unlikely in my view with its apparent competition history.  Source Picryl comments on a photograph of the car starting the ‘54 Mille Miglia, “The Moretti Registry thinks this was the only one, and that it was more recently owned by Stuart Schaller in the USA before sold to Japan (seen in white/red at a Concours d'Elegance in Tokyo with license plate "S85264 ROMA". They also claim that Elio Zagato raced it early 1954.“  I have tried to verify the latter claim, but without success.

#1037. Courtesy Carrozzieri-Italiani; Angelo Giambra II

#1037 on ’54 Mille Miglia. Courtesy Cliff Reuter

#1290 is a very well known Gran Sport on both sides of the Atlantic.  On the East Coast of America, Max Hoffman established not only a business, but also an interest-culture in European cars immediately after WWII.  As his portfolio of agreements grew with various manufacturers -notably Jaguar, Volkswagen, Porsche, Alfa Romeo, Mercedes Benz and BMW – his business became highly profitable given the great volume of cars distributed and retailed from the New York base.  On the other coast, a garage proprietor/racer, Ernie McAfee shared Hoffman’s interest in Europe’s more sporting automotive products, though the scale of his vision was nothing like as heady.  With a particular expertise in customisation and liking for high performance – for example taking William Doheny’s Ferrari 121 4.4 LM Spider to a series of victories in ‘55/’56 – McAfee began to explore opportunities to import lesser known Italian cars with competition potential, notably OSCA, Siata and Moretti.

 

'56 McAfee advertisement. Courtesy HobbyDB

The performance in competition of the Moretti 750 Barchetta inspired McAfee in ’53 to order a batch of Gran Sports – usually cited as a batch of ten.  #1290 is one of these.  Its first owner, customising bodyshop (Rich & Jones) joint-proprietor, Harry Jones, was persuaded to loan it to Road & Track for a road test, the report of which was published in the magazine’s August ’54 issue. This was concluded with the summary: 

Summed up, the Moretti Coupe is one of the most appealing automobiles we’ve ever seen or driven.  Its few faults could easily be corrected by any enthusiast-owner and the price is reasonable* for a custom bodied machine that can go out and bring home a class H** win at any sports car event you can name. 

*At the beginning of the article, mention was made that the Moretti was twice the price of the other cars featuring in road test reports that month – Volkswagen, Nash-Metropolitan and Austin A30.  The retail price of $4200 for an aluminium-bodied Gran Sport in ’54 has been quoted by Conceptcarz.  **Class H was for 500-750 cc cars.

  

#1290. Courtesy Erik Fuller

After a brief spell in Europe around ‘05, the car was sold at Monterey by RM Sotheby’s ex the Skip Barber Collection in ’16 for $132,000.

The next available chassis number, #1291, was assigned to another Gran Sport which has spent time both in the U.S. and in Europe.

 

#1291. Courtesy Moretti Registry

Restored around 2010, the car was repainted in a near-maroon, darker red, and the condition of its engine and its interior was considerably ‘improved,’ as seen below:

 

#1291. Courtesy Bonhams

The Moretti Registry records that #1292 was in August 2017 in the USA and undergoing restoration.  Some in progress photographs are posted, including a view of the bare bodyshell, seen below:

#1292. Courtesy Moretti Registry

Another Gran Sport familiar to enthusiasts in the U.S. is #1293.

#1293. Karl Ludvigsen on the 1998 Mille Miglia. Courtesy VeloceToday

Knowledge about this particular car was much increased by its ownership from ’79 to ’01 by the prolific automotive/motorsport author, Karl Ludvigsen.  From his writing it is evident that Karl greatly enjoyed his Gran Sport and was confident enough in its performance and reliability to run it in the Mille Miglia in ’98.  Generally, he was complimentary about its characteristics, though I was amused by what he recently told me about the steering: “Its worst feature is the steering, which wanders its way up and around the front of the engine to get to the right front wheel. But it manages to work pretty well.”

#1293 Whilst in England (‘80s/90s). Courtesy Moretti Registry

Over a quarter of a century before Ludvigsen’s acquisition, #1293 was just one half of deal McAfee made with Mrs Alejandro De Tomaso, (then with the maiden name, Elizabeth Haskell, and liking to be known by her middle name, Isabelle, she was of a very wealthy family and with a love of fast cars, to the extent that she held a competition licence).  McAfee supplied #1293 as a new vehicle to Isabelle along with the similar specification #1294 – apparently, one for road use, the other primarily as a racing car. 

Various circumstances have led to the curious position whereby each car nowadays runs with the other’s original engine.  Furthermore, according to the Californian dealer, Fantasy Junction, #1294’s current unit has been substantially modified – in its description for sale of the car in circa ’08, the dealer stated: “This car was recently restored by Butch Bucciarelli of Southern California with vintage racing in mind. The motor was rebuilt and re-engineered with Carrillo rods, billet Moldex crank, arias pistons, and Mazda Miata oil pump thus solving a historical oil circulation issue with the 750 engine.“

 

#1294 at Walterboro, South Carolina, ’58. Courtesy Moretti Registry

#1294. Original chassis plate, and, centre and right, as restored. Courtesy Moretti Registry

 

Noted in the Moretti Registry in 2017 as an exhibit in the Autoworld Museum in Brussels, #1296 is another Gran Sport painted in red/black.  A YouTube video - https://www.youtube.com/watch?app=desktop&v=X-u9mVVioFA – provides a 360° view of the car on display in the Museum.

 

#1296 at Autoworld, Brussels. Courtesy Perico001 (Flikr)

The view of the car above emphasises the unusual dimensional nature of the 15” wheel : body size ratio.  Similarly notable is how narrow the tyres are by contemporary standards, tending to undermine the impression of the car’s performance capability from this viewpoint.  The ‘look’ is compounded by the relative lack of negative wheel offset, (seen below on #1290).

Courtesy Erik Fuller

Mirbach Schuttenbach is a dealer located at Anzing near Munich.  Its corporate ‘number plate’ is attached to #1297 in the photograph below, date unknown.  At some point the car apparently suffered from some ‘blow-over’ repainting, with items such as the front grille and window frames finishing up in the same overly-bright red hue.  Captioned, ‘ex-Tanner, Fronrath and Noble,’ there are several photographs of the car in competition on the excellent Cliff Reuter Etceterini website, but I have been unable to trace the specific races events involved.

#1297. Courtesy Moretti Registry

Ada Pace – also known as Sayonara – was Turin-born race/hillclimb/rally driver active from the late 40s (initially on scooters) through to ’64.  She owned and raced a Moretti 600 early in the 50s and the Moretti Registry has posted a photograph of her at the wheel of #1298, as below.  The car was apparently destroyed long ago and further information about it has not been discovered as yet.

 

#1298. Courtesy Moretti Registry

The ’54 running of the Mille Miglia saw the first appearance of the Gran Sport in a major motor sport event.  Indeed, it was a double debut as #1332 and, as mentioned above, the Zagato-bodied #1037 were entered.  #1037 was driven by Rinaldo Pravettoni and Piero Moscatelli, while #1332 was crewed by Fontana/Gino Munaron.  Unfortunately, neither car completed the course.  There are six period photographs of #1332 in competitive events on the Moretti Registry website, including that below which was taken at Montlhery in ’54 with race number #53.

#1332 at Montlhery, '54. Courtesy Maurice Louche

An unusual feature of #1459 is its right hand drive configuration.  From late in the production run – in ’54 – the car is also distinctive in its competition history, appearing in the ’54 Tour de France and the ‘55 12 Hours of Hyeres.  In the first of those events, in the hands of Ernest de Regibus, it was disqualified, while there is no detailed information about the following year’s 12 hour race.

 

#1459 om '54 Tour de France

21st century photographs of the car while it was still located in France are posted on the Moretti Registry website, example below.  Apparently, it is now in Germany.

 

#1459. Courtesy Moretti Registry

#1508 is another Gran Sport with some documented competition history, including four hillclimbs in ’58.  It is pictured below on display at the Museo Mille Miglia, Brescia.

 

#1508. Courtesy Pablo Rivas (Facebook)

The car was recently featured on Facebook with an indication that it had been long-term operated in and around a village near Avignon, France.  It was apparently restored late last century with the bodywork aspect handled by Carrosserie Alesi Franck, a specialist business owned by Franco Alesi, father of Jean, the former F1 driver.

 

#1508 is the latest known survivor by dint of its chassis number.  In ’54 a new series of ‘Gran Sports’ began to emerge from the Moretti factory, this time equipped with a 1200 cc version of the 4 cylinder twin cam engine.  By the beginning of the new decade a transition was well underway, resulting in Moretti’s role changing from that of a manufacturer to modifier/upgrader in contractual association with Fiat – an arrangement eventually also adopted elsewhere, for example with BMW/Alpina and Mercedes Benz/AMG.

 

Further points to ponder:

It may seem fairly obvious why Max Hoffman was moving so many more imported cars in the U.S. than Ernie McAfee managed during his period of activity trading as Ernie McAfee Engineering from the late '40s through to April ’56, (when Ernie was killed at the Pebble Beach Roadway Course).  However, a factor beyond his control was the Moretti policy of requiring up-front payment amounting to 50% of the projected purchase price before a car’s (built-to-order) manufacture was initiated.  It is telling that McAfee did not vigorously market the Gran Sport Moretti – he probably had enough leads/prospective customers available to him, through networking on the West Coast motorsport/custom car scene, relative to the time he could spare from his other strands of business.  Note his ‘56 advertisement below, in which no mention is made of the Moretti marque:

 

After McAfee’s death, Jack Brumby’s Italia Motors, East Hollywood, took over the importation of Moretti cars. 

As with other small-scale, specialist Italian makers, a lot of Moretti’s production could be thought of as ‘one-offs,’ as the built-to-order process meant that only rarely were two cars exactly the same in terms of detailed specification.  At a high level, there was the option to have a Gran Sport in either Stradale or Competizione form.  The latter would come with an aluminium body and this accounts for the inconsistency seen across the internet in published specification summaries, where the quoted kerb weight for the model simply named as ‘750 Gran Sport’ is given, variously, as 494 Kg (VeloceToday), 499 Kg (Sports Car Market), 520 Kg (Roarington), 544 Kg (Conceptcarz), 562 Kg (AutoCatalog), 665 Kg (Auta 5P) and 667 (ZePerfs).  Some of this may be the result of confusion with the overtly race-purpose Grand Sport Barchetta model. 

A similarly loosely defined situation applied also with engine performance.  Maximum output in the model’s basic form was quoted as 51 bhp, the figure given in the Road & Track road test of Harry Jones’s Gran Sport mentioned above.  Not surprisingly, this resulted in the test’s data including a 0-60 mph time of 15.5.seconds.  Elsewhere a 71 bhp peak was cited, presumably for a car in Competizione form.  Such examples would be capable of a sub-10 seconds 0-60 mph time. 

The Moretti 750 Gran Sport won a great deal of affection and respect in the U.S., though this was mainly confined to the West Coast.  Without McAfee’s energetic enthusiasm and with escalating pricing – reaching to $4,500 -  from the factory, the 1200 failed to maintain momentum in the Marque’s American presence.  However, the number of survivors is high considering the small number of cars made and it’s clear that present day owners are more than happy to fund expensive restorations and ongoing maintenance.  Auction-paid prices in excess of £100,000 in recent years seem to me relatively modest for such a characterful and rare classic GT.

The Moretti Registry has been by far the most valuable resource in my researches and I'd like to thank originator, Fred, for all the excellent work he has put in to build the database and website.  He has just advised me that Moretti will be featured at the 2025 Pebble Beach Concours d'Elegance on 17th August 2025 - a celebration of the Marque's 100th anniversary.  Also, later this year, I'll be posting a survey of the Fiat Moretti Sportiva models

A Fast and Nimble Camel?

Lancia introduced its new Appia model in 1953.  Powered by a 1.1 litre, 10° version of the marque’s V4 engine, the initial variant was a four door Berlina.  In Spring ’55, the model was significantly updated.  The improvements included the adoption of a platform type of chassis.  This opened the possibility of carrozzeria-built variants to extend the range.  To explore the potential, Lancia supplied a number of chassis to various of the Italian carrozzeria in late ’55.  As a result, Zagato was able the following April to present its version at the Turin Show.  This car, with chassis number 812.01.1005, incorporated Zagato’s signature body-form cues in terms of twin roof bulges and echoing reiterations of these in the bonnet and boot panels.

Lancia Appia GT Zagato prototype, 812.01.1005.  © IXO Collections SAS © Lancia D.R.

Lancia itself was not at first especially taken by Zagato’s interpretation – preferring to ‘approve’ a drophead by Vignale and a closed coupe by Pinin Farina.  Zagato, however, decided to pursue a programme of its own, believing that its coupe could prove especially attractive to the ‘gentlemen racer’ type of customer the Carrozzeria had already engaged with for its sporting versions of models made by Alfa Romeo, Abarth, Maserati and OSCA – for here was a felicitous compounding of positive features, Zagato’s method of construction not only allowing the creation of aerodynamically efficient/attractive body styles, but also, in combination with the use of aluminium, enabling very light kerb weights, further enhancing performance capability.

Six Phases: 

As a result, production of the Appia Zagato went through six phases, with a total of around 700 cars being built.  The phases were: 1. ’56 ‘Cammello’ Prototype;  2. ’57 GTZ Pre-production;  3. ‘57 GT and GTS models;  4. ‘58 GTE;  5. ’59 GTE2;  6. ’61 Sport.  Production ceased in January ’63.  The cars were built on the Appia Berlina second series chassis until the advent of the GTE2 version in ’59 when the third series chassis was made available to Zagato.

 

The Cammello was readily recognisable in addition to the roof, bonnet and boot humps by its open headlamps, deep front intake grille, quarter bumpers, rear wing-top fins and circular style wheel arches.  The Phase 2 cars featured multiple variations in body specification but generally had roof humps, raised rear haunches, shallow front grille and straight-top style wheel arches.  An example of the Phase 2 body style is shown below:

Phase 2 Pre-production GTZ, 81201.1026.  Courtesy Gino Giugno/Actualfoto SRL

My category ‘Phase 3,’ embraces the cars designated GT and GTS.  These had variations appropriate for the former being a ‘stradale’ type, whereas the GTS, intended for competition use, was equipped with a tuned version of the V4 engine, giving 3.5% more power, at 59 bhp.  Inconsistencies remained the order of the day, the GT usually not having a humped roof, while the GTS usually did.  A GT, 81201.1176, is shown below, the open headlamps, straight-top wheel arches and rear fins being clearly evident.  However, whilst the overrider elements are in place, the front bumper bar is not fitted.

Phase 2 GT, 81201.1176.  Courtesy Gino Giugno/Actualfoto SRL

The contemporary GTS, 81201.1142, seen below, illustrates the differing nose profile around the headlamps, absence of rear haunches/tail fins and relocation of indicator lamps to the front wings.

Phase 3 GTS, 81201.1142.  Courtesy Gino Giugno/Actualfoto SRL

November ’58 saw the launch of the Esportazioneversion, ‘GTE.’  Not only was this a more consistently specified and built product, but it was also officially a regular model within Lancia’s range, no longer classed as a carrozzeria’s ‘special.’  The 52 bhp engine was the usual power unit fitted.  The body became more standardised, key features being flat roof, elongated nose with faired, covered headlamps, front and rear full width bumpers, (often with overriders), no rear fins, rectangular front indicator lamps and the rear light cluster noticeably recessed.  ’59-registered 81201.2533 is shown as an example GTE below:

Phase 4 GTE, 81201.2533.  Courtesy Lawrence Romanosky

The GTE’s production run was a short one.  A second series was introduced within 6 months and would remain in production for three years.  Its main significance was its foundation on a new, third version of the Appia chassis.  There were a number of mechanical enhancements, most importantly, a more efficient braking system, and, from ’60, standardisation on the 59 bhp engine.  The GTE2 was identified by the new type number, 81203, of which 167 were powered by the 52 bhp V4 and 134 were built with the 59 bhp engine.  The usual, (though with some exceptions, as below), headlamp form reverted to the open type, necessary to meet new regulations in Italy and also as appropriate for the U.S., a market becoming of increasing importance thanks to the model’s advocacy by the New York importer who had also pioneered the market for Porsche, BMW, Alfa Romeo and Abarth, Max Hoffman.  The example below, 81203.5053, was sold at auction in August 2024 for £28,688 in unrestored condition.

Phase 4 GTE2, 81203.5053.  Courtesy Iconic Auctioneers

The Appia Zagato’s final iteration was the Sport, model 81205, produced from ’61 to ’63.  (Production years/Chassis numbers were: ‘61/#1001-#1090; ‘62/#1091-#1200).  Improvements over the GTE/GTE2 were both dynamic and aesthetic, the former particularly helped by a wheelbase reduced by 6% (to 2350 mm).  The increased nimbleness this allowed was also supported by a 200 mm reduction in overall length, and the car was also slightly lower and less wide.  This all made for a more svelte and elegant Appia Zagato.  The relatively subtle styling revisions which brought this about were the work of Ercole Spada.  At just 23 years of age, he had joined Zagato in early ’60 and within his first 12 months there he was responsible not only for the Appia Sport but also for the Aston Martin DB4 GTZ, Alfa Romeo Giulietta SZ and OSCA 1600 GTZ.  The four designs share several ‘signature’ cues, the Appia especially benefiting from a more assertively raked line rear of the C post.  The greater poise Spada’s work endowed upon the model is well illustrated below by 81205.1117:

Phase 6 Sport, 81205.1117.  Courtesy Bonhams Cars

Badges:

 

Most Appia Zagatos have a chrome script model badge mounted centrally on the front panel about midway between the bonnet’s leading edge and the upper edge of the front grille aperture, as seen here on ’57 GTZ, 81201.1258:

’57 GTZ, 81201. 1258.  Courtesy  Bonhams Cars

Courtesy RM Sotheby’s

The position and style was maintained for the GTE model, as for example below on 81201.3793:

Courtesy Corgy’s

 

On early GTEs, this same script badge was mounted centrally on the rear boot lid about one third up from the panel’s lower edge, for example on 81201.2472:

Rear Appia GTE badge, 81201.2472.  Courtesy RM Sotheby’s

This rear script badge has also been seen mounted at an angle rather than horizontally orientated, for example on 81201.2533:

Rear Appia GTE badge, 81201.2533.  Courtesy Lawrence Romanosky

Here is another variation, displacing the script, horizontally mounted, off centre as on 81201.4564:

Rear Appia GTE badge, 812014562.  Courtesy Bonhams Cars

The script itself was again revised for the Sport model’s front badge, this example on 81205.1093:

Front script badge, 812051093.  Courtesy The Cultivated Collector LLC

 

Occasionally, cars – usually Sports - are seen today without the front badge – as with so many other points of detail, it’s impossible to judge from photographs if this is the result of restoration/body repairs or was original specification.  Examples: 81205.1040, 81205.1139, 81205.1174 and 81205.1182.

The standard Lancia shield was mounted centrally on the front grille, as here on 81201.3358:

Lancia shield, 81201.3358.  Courtesy Montini Automobili

Not long within the GTE’s production run, a chrome handle/rear licence plate bulbs holder mounted on the lower edge of the boot lid was introduced.  This incorporated the model name, Appia, script on a red field in its central area:

By the time of the introduction of the Sport, the script/ground had been restyled and re-coloured, as seen below on 81205.1117:

Rear Appia Sport badge, 81205.1117.  Courtesy Bonhams Cars

On some very late Sports, the script badge section was replaced by an orange reflector lens:

As previously established with other Zagato-styled/built bodies, the only external branding applied by the Carrozzeria was a ‘Z’ on each front wing, mounted between the leading edge of the door and the trailing edge of the front wheel arch.  Considerable variability is seen in terms of the height and of the longitudinal position of the mounting.  On an early Phase 2 GTZ, it is in line with the side strake/door handle and much nearer to the wheel arch than the door aperture:

Zagato front wing badge, 81201.1258.  Courtesy Bonhams Cars

On this GTE, the mounting is midway between the door leading edge and the wheel arch – at this time – ’59 - perhaps the most common location:

Zagato front wing badge, 81201.2472.  Courtesy RM Sotheby’s

The badge itself is most usually seen with black infill, as below, on 81205.1092:

81205.1092 Zagato badge.  Courtesy Cristiano Luzzago

Hubcaps:  Where steel wheel rims were original fitment, they featured chrome hubcaps adorned simply with ‘Lancia’ and the spear icon engraved rather than any Appia-specific script or icon:

‘Lancia’ branded hubcap, 81201.2533.  Courtesy Lawrence Romanosky

Steering wheel horn button:  The original equipment wheel, as on GTE 81201.2472, features a boss with Appia-specific decoration:

Steering wheel horn button, GTE, 81201.2472.  Courtesy RM Sotheby’s

Dashboard:  A script badge is sometimes seen mounted on the dashboard vertical face between the row of switches/ashtray and the right hand end of the panel, as below on 81205.1092.  Being uncommon, it is likely that this is customisation by the owner:

Script badge applied to dashboard, 81205.1092.  Courtesy Cristiano Luzzago

Chassis plates:  Examples of early (left) and late (right) are shown below:

 

Door handles: 

The door handle design was of the flush type on early cars, as seen left, below on 81201.1258 (’57).  Later cars have a raised version, as right below on 81205.1182 (63):

Tail Lamps: 

The tail lamp units stood proud on early cars, and, as seen below on the left, 81201.1258, the lens format was brake-above-indicator.  This was inverted on late cars and the unit was fully recessed into the rear panel, as, right, 81205.1117.

Left, ’57 GTZ; Right, ’62 Sport.  Courtesy Bonhams Cars

Engine Bay: 

This feature of the Sport, 81205.1117, is notably well-presented:

Engine bay, 81205.1117.  Courtesy Bonhams Cars

The matrix below shows engine bays of the GTZ, GTE and Sport models, illustrating how carburation and ignition systems have been modified/updated over the years in service:

Images courtesy, Bonhams Cars; Ruotedasogno; Andreanannetti; RM Sotheby’s; Lawrence-Romanosky; Yukio Yoshimi; Iconic Auctioneers; Corgy’s; Maisonbibelot; Conceptcarz; Car & Classic; The Cultivated Collector; Classic Promenade.

These photographs serve to show the diminutive nature of the Appia engine – for example, it appears dwarfed by the radiator.  Being so dimensionally compact, there was no requirement – as with the Fulvia – for the V4 to be mounted canted over by 45° to the left and at a shallow inclination.

Notes on the engine:

Lancia’s adoption of the V4 engine format in the 1920s was something of a surprise to many of its competitors and observers of the industry – many of them predicted that it was a temporary craziness and it would not be long before Vincenzo would come to his senses and approve the development of an in-line replacement.  Yet, as the Marque’s future model programme began to be planned after WWII, designer Ettore Zaccone Mina was allowed the freedom to create new small capacity units with their four cylinders still in V form.  With the expectation that a much larger 50s/60s mass market would want smaller cars, the attraction of a V4 was enhanced, since its inherent compactness enabled vehicle dimensions to be optimally constrained.  To this end, though the ’old’ engine’s vee angle had seemed narrow at 20°, Mina’s first new version emerged with the even shallower angle of 12°45’.  In addition to the further-reduced unit footprint this enabled, it also allowed a single cylinder head to utilised.  The Appia model was specified with a yet narrower, Vittorio Jano-designed, 1089 cc capacity version, designated type 81400.  The engine was notable for its performance and quality of construction – ingenious valve gear and extensive use of aluminium being key features.  Lorenzo Morello described the unit in his ‘Lancia: A Story of Technological Innovation in the Car Industry:’  (as with) the Ardea, the V valves were arranged transversely to the engine, and were controlled by a system of rods and rocker arms and by two camshafts located in the crankcase, one either side of the engine. The V-configured engine was the most compact ever made by Lancia, with an angle of just 10° 14’; a crankshaft with just two supports was deployed to help reduce the length of the motor. There was an improvement across-the-board in terms of performance, in part by increasing bore and stroke, which now became 60 and 75 mm . . .  Power for the Berlina application was developed up to 48 bhp for the  Series 3 version, but for the Zagato bodied cars, 53 bhp, and this was uprated to 59 bhp in ’60 for the model designated GTE2.  This same version featured in the Sport model through to the cessation of Appia Zagato production in early ’63. 

Sample engine numbers of extant Appia Zagatos are: 81400.5787 (GTZ); 81400.2472 (GTE); 81400.3588 (GTE); 81400.4587 (GTE); 81400.5749 (Sport); 81400.5808 (Sport).

Type 81400 engine cutaway showing the layout of the valve gear.  Courtesy lanciaservice.nl

Engine and transmission.  Courtesy Gino Giugno

Literature 

Sales brochures:

’59:

Courtesy Viva-Lancia

’60:

Courtesy Zagato-cars.com

Appia Zagatos in motor sport: 

Contemporary with the development of its version of the Appia, Zagato was also occupied with its new Abarth collaboration to create and manufacture the body for the 750 GT, an overtly racing/fast road machine.  The Appia had the potential to match the Abarth’s performance capability which was initially restricted by its Fiat 600-derived single cam engine which in ‘56/’57 was typically generating a few bhp less than the Appia’s at 45-50 bhp, though the car was some 200 Kg lighter at around 600 Kg.  However, the Lancia factory management was not especially sanguine.  Antonio Fessia, Technical Director, in particular was opposed to any spending on direct factory participation in motor sport, believing that this would not support profitability through incremental sales volume.  Nevertheless, Zagato saw potential and had faith that the model would appeal to amateur motor sport competitors.  This was soon vindicated.  The original, ‘Cammello’ prototype competed on the ‘57 Mille Miglia, driven by Giorgio Lurani to 3rd in the GT 1100 class.  Five other early Phase 2 GTZs also took part, with the best result for Luciano Mantovani’s #12 which was the class winner.  Just five places overall behind, Enrico Anselmi went on to finish 3rd in the Coppa Inter-Europa at Monza in September.  The following month, both Mantovani and Anselmi ran at the Trieste Opicina hillclimb and Mario Constantini began using a GTZ for rallies. 

During the period ’59-65, Appia Zagatos were highly successful in Italian National/Regional championships, especially those for hillclimbs – principal champions are shown in the table below – based on data in Gino Giugno/Loris Chioetto’s Lancia da corsa Appia Zagato. 

‘59	Giovanni Kerschbaumer	GTE #2130
‘60	Herbert Demetz	GTE
‘61	Cesare Fiorio	GT #1119
‘62	Silvano Stefani	Sport Competizione #1004
‘63	Silvano Stefani	Sport Competizione #1004
‘64	Giovanni Marini Balestra	Sport Competizione #1008
‘65	Enrico Romanini	Sport #1154

Also utilising information, (with some updates/corrections from other sources), published in the Giugno/Chioetto book, the following list of Appia Zagato class victories can be drawn up:

’57 August	Trapani-Monte Erice Hillclimb	GTZ	Natale Gotelli
’57 October	Trieste Opicina Hillclimb	GTZ	Enrico Anselmi
’58 July	Bolzano Mendola Hillclimb	GTZ	Nicola Cafiero
’58 July	Trento Bondone Hillclimb	GTZ	Corrado Ravanelli
’58 August	Giro delle Calabrie	GTS	Elio Zagato
’58 September	Coppa Intereuropa, Monza	GTZ	Enrico Anselmi
’58 September	Mulino del Rocco-Cucconato Hillclimb	GTZ	Nicola Cafiero
’58 December	Messina San Rizzo	GTZ	Gregorio Rizzotti
’59 April	San Marino Rimini	GTE	Giovanni Kerschbaumer
’59 May	Coppa Sant Ambroeous, Monza	GTE	Giovanni Kerschbaumer
’59 May	Mille Miglia	GTE	Giovanni Kerschbaumer
’59 June	Coppa dell Consuma, Firenza Hillclimb	GTZ	Francesco Prioglio
’59 June	Coppa Citta di Asiago, Hillclimb	GTZ	Enrico Agostini
’59 June	Coppa della Sila, Consenza Hillclimb	GTZ	Enrico Agostini
’59 July	Bolzano-Mendola Hillclimb	GTE	Giovanni Kerschbaumer
’59 July	Monte Eriche Cronoscalata Hillclimb	GTE	“Comar”
’59 July	Trento Bondone Hillclimb	GTE	Giovanni Kerschbaumer
’59 July	Garessio-Colle San Bernado, Cuneo Hillclimb	GTZ	Enrico Agostini
’59 July	Trieste Opicina Hillclimb	GTE	Giovanni Kerschbaumer
’59 August	Coppa Gallenga, Rome Hillclimb	GTZ	Enrico Agostini
’59 August	Colli Torinesi Sassi-Superga, Turin Hillclimb	GTZ	Enrico Agostini
’59 September	Aosta-Pila Hillclimb	GTZ	Enrico Agostini
’59 September	Coppa Intereuropa, Monza	GTZ	Enrico Agostini
’59 September	Pontedecimo-Giovi, Genova Hillclimb	GTZ	Enrico Agostini
’59 September	Catania-Etna Hillclimb	GTZ	Gregorio Rizzotti
’59 October	Coppa Nissena , Caltanissetta Hillclimb	GTZ	Gregorio Rizzotti
’59 October	Sardinia Rally	GTE	Mario Casula
’59 November	Rigano-Bellolampo, Palermo Rally	GTZ	Gregorio Rizzotti
’60 March	Frascati-Tuscolo Hillclimb	GTZ	Enrico Tuccari
’60 April	Coppa Belmonte, Avola Hillclimb	GTZ	Franco Fiorentino
’60 April	Targa del Busento, Reggio Calabria	GTE	Amedeo Bartoccelli
’60 May	Corsa al Monte Pellegrino, Palermo Hillclimb	GTE	“Comar”
’60 May	Castell’Arquato-Vernasca, Piacenza Hillclimb	GTE	Giorgio Da Crema
’60 June	Salsomaggiore-Monte Sant’Antonio, Parma Hillclimb	GTE	Luigi Baldini
’60 June	Santo Stefano-Gambarie, Reggio Calabria Hillclimb	GTE	“Comar”
’60 June	Valdesi-Santa Rosalia, Palermo Hillclimb	GTE	Salvatore Vecchio
’60 June	Varese-Campo dei Fiori Hillclimb	GTE	Ugo Piperno
’60 July	Syracuse 3 Hours	GTE	Amedeo Bartoccelli
’60 July	Trento Bondone Hillclimb	GTE	Herbert Demetz
’60 July	Trieste Opicina Hillclimb	GTE	Herbert Demetz
’60 August	Trapani-Monte Erice Hillclimb	GTE	“Comar”
’60 August	Giro Automobilistico dei Due Mari, Cantanzaro	GTE	Giorgio Ammanniti
’60 August	Coppa Fasano-Selva, Brindisi Hillclimb	GTE	Antonio Tarantini
’60 August	Colli Torinesi Sassi-Superga, Turin Hillclimb	GTZ	Cesare Fiori
’60 September	Coppa della Sila, Consenza Hillclimb	GTE	Salvatore Vecchio
’60 September	Trofeo Lumezzane, Brescia	GTE	Gianni Lado
’60 September	Catania-Etna Hillclimb	GTE	Salvatore Vecchio
’60 September	Coppa Nissena, Caltanissetta Hillclimb	GTE	Salvatore Vecchio
’60 September	Coppa Intereuropa, Monza	GTE	Herbert Demetz
’60 October	Pontedecimo-Giovi, Genova Hillclimb	GTE	Herbert Demetz
’60 October	Tre Ponti-Castelnuovo Hillclimb	GTE	Vanni Zulian
’60 October	Coppa d’Oro, Modena	GTE	Angelo Bersani
’60 October	Coppa Leopoldi Carri, Monza	GTE	Angelo Bersani
’60 November	Passo di Rigano-Bellolampo, Palermo Hillclimb	GTZ	Gregorio Rizzotti
’60 December	Coppa F.I.S.A., Monza	GTE	Ugo Piperno
’61 March	Coppa Sant Ambroeous, Monza	GTE	Gianni Lado
’61 March	Trofeo Franco Venturi	GTE	Mario Pompeo
’61 April	Avola-Avola Antica, Sicily Hillclimb	GTZ	Franco Fiorentino
’61 April	Stallavena-Boscochiesanuova, Verona Hillclimb	GTE	Gianni Lado
’61 May	Coppa Alberto Ascari, Monza	GTE	Franco Ghiazza/Luigi Caronni
’61 May	Coppa Citta di Asiago, Hillclimb	GTE	Gianni Lado
’61 May	Castell’Arquato-Vernasca, Piacenza Hillclimb	Sport	Gianpiero Moretti
’61 May	Corsa al Monte Pellegrino, Palermo Hillclimb	GTZ	Franco Fiorentino
’61 May	Salsomaggiore-Monte Sant’Antonio, Parma Hillclimb	GTE	Gianni Lado
’61 May	Cividale-Castelmonte, Udine Hillclimb	GTZ	Riccardo Di Manzo
’61 June	Coppa dell Consuma, Firenze Hillclimb	GTE	Cesare Fiori
’61 June	Coppa Gallenga, Rome Hillclimb	Sport	Corrado Ferlaino
’61 June	Garessio-Colle San Bernado, Cuneo Hillclimb	GTZ	Giacinto Vivaldi
’61 June	Valdesi-Santa Rosalia, Palermo Hillclimb	Sport	“Jonny”
’61 June	Predappio-Rocca delle Caminate, Forli Hillclimb	Sport	Silvano Stefani
’61 June	GT Grand Prix, Monza	GTE	Cesare Fiori
’61 June	Compiano-Vetto d’Enza, Reggio Emilia Hillclimb	GTE	Gianni Lado
’61 July	Trento Bondone Hillclimb	Sport	Silvano Stefani
’61 July	Aosta-Pila Hillclimb	GTZ	Giacinto Vivaldi
’61 July	Trieste Opicina Hillclimb	GTE	Cesare Fiori
’61 August	Cesana-Sestriere Hillclimb	GTE	Gianni Lado
’61 August	Grand Prix, Pescara	GTE	Cesare Fiori/Piero Frescobaldi
’61 September	Trofeo Lumezzane, Brescia	Sport	Silvano Stefani
’61 September	Coppa Intereuropa, Monza	GTE	Cesare Fiori
’61 September	Pontedecimo-Giovi, Genova Hillclimb	GTZ	Giacinto Vivaldi
’61 September	Catania-Etna Hillclimb	Sport	Corrado Ferlaino
’61 October	Alghero-Scala Piccada Hillclimb	Sport	Silvano Stefani
’61 October	Euganean Hills, Padova Hillclimb	GTE	Enrico Gibelli
’62 April	Trofeo Edgardo Lazzaroni, Rome Rallye	GTE	Enrico Gibelli
’62 June	Predappio-Rocca delle Caminate, Forli Hillclimb	GTE	Gastone Petrini
’62 June	Coppa della Primavera, Amalfi Hillclimb	Sport	Corrado Ferlaino
’62 July	Coppa Citti di Monopoli, Hillclimb	Sport	“Gipsy”
’62 July	Trento Bondone Hillclimb	Sport	Silvano Stefani
’62 July	Cesana-Sestriere Hillclimb	Sport	Ugo Bagnasacco
’62 July	Trieste Opicina Hillclimb	Sport	Ugo Bagnasacco
’62 July	Bolzano Mendola Hillclimb	GTE	Vito Gnutti
’62 August	Trapani-Monte Erice Hillclimb	Sport	Giulio Pernice
’62 August	Coppa Citta di Sciacca, Sicily Hillclimb	Sport	Giulio Pernice
’62 August	Santo Stefano-Gambarie, Reggio Calabria Hillclimb	Sport	Giulio Pernice
’62 August	Coppa Citta di Chieti Hillclimb	Sport	Gianpiero Bianchetti
’62 September	Coppa Gallenga, Rome Hillclimb	GTE	Gastone Petrini
’62 September	Catania-Etna Hillclimb	Sport	Giulio Pernice
’62 September	Corsa al Colle San Marco, Acoli Piceno Hillclimb	GTE	Gastone Petrini
’62 November	Trofeo d’Autumno, Vallelunga	Sport	Ugo Bagnasacco
’63 March	Frascati-Tuscolo Hillclimb	GTE	Bruno Faenza
‘63 March	Coppa Acqua Cerelia, Bologna Hillclimb	Sport	Alessandro Ferretti
’63 April	Stallavena-Boscochiesanuova, Verona Hillclimb	Sport	Ugo Bagnasacco
’63 June	Corsa al Monte Pellegrino, Palermo Hillclimb	Sport	Vito Coco
’63 June	Coppa dell Consuma, Firenze Hillclimb	GTE	Marcello Pilli
’63 June	Coppa Citta di Asiago, Hillclimb	Sport	Silvano Stefani
’63 June	Garessio-Colle San Bernado, Cuneo Hillclimb	Sport	Mario Regis
’63 June	GT Grand Prix, Monza	Sport	Silvano Stefani
’63 July	Bolzano Mendola Hillclimb	Sport	Silvano Stefani
’63 July	Santo Stefano-Gambarie, Reggio Calabria Hillclimb	Sport	Mario Raimondo
’63 July	Trento Bondone Hillclimb	Sport	Silvano Stefani
’63 July	Trieste Opicina Hillclimb	GTE	Giovanni Marini Balestra
’63 July	Scalata al Colle Sant’Eusebio, Brescia	Sport	Dante Oliva
’63 July	Coppa Agordo-Frassene, Belluno Hillclimb	GTE	Umberto Porcu
’63 July	Cesana-Sestriere Hillclimb	Sport	Alessandro Ferretti
’63 August	Aosta-Pila Hillclimb	Sport	Alessandro Ferretti
’63 August	Corsa lago di Montefiascone, Viterbo Hillclimb	GTE	Giovanni Marini Balestra
’63 August	Trapani-Monte Erice Hillclimb	Sport	Vito Coco
’63 September	Corsa al Colle San Marco, Acoli Piceno Hillclimb	Sport	Giovanni Marini Balestra
’63 September	Catania-Etna Hillclimb	Sport	Silvano Stefani
’63 September	Coppa Luigi Fagioli, Osimo Hillclimb	Sport	Giovanni Marini Balestra
’63 October	Alcomo-Monte Bonifato, Palermo Hillclimb	Sport	Mario Raimondo
’63 October	Trofeo Sanramese della Montagna, Sanremo Hillclimb	Sport	Giacinto Vivaldi
’63 November	Coppa F.I.S.A., Monza	GTE	Salvatore Genovese
’64 March	Coppa Gallenga, Rome Hillclimb	Sport	Fausto Verginelli
’64 April	Coppa Grand Touring Trofeo Shell, Imola	Sport	Giovanni Marini Balestra
’64 April	Magione-Veroli, Frosinone Hillclimb	Sport	Giovanni Marini Balestra
’64 April	Vergato-Cereglio, Bologna Hillclimb	Sport	Alessandro Ferretti
’64 May	Frascati-Tuscolo Hillclimb	Sport	Alberto Antoniucci
‘’64 May	Corsa al Monte Pellegrino, Palermo Hillclimb	Sport	Antonio Barbagallo
’64 May	Coppa dell Consuma, Firenze Hillclimb	Sport	Mario Regis
’64 May	Bologna-Passo della Raticosa Hillclimb	Sport	Giuseppe Battiplagia
’64 June	Scalata al Colle Sant’Eusebio, Brescia	Sport	Dante Oliva
’64 June	Cuorgne-Alpette, Turin Hillclimb	Sport	Mario Regis
’64 June	Coppa Citta di Asiago, Hillclimb	Sport	Giovanni Marini Balestra
’64 June	Coppa della Sila, Consenza Hillclimb	Sport	Giovanni Marini Balestra
’64 June	Circuito del Mugello, Scarperia	Sport	Giovanni Marini Balestra
’64 July	Corsa Lago di Montefiascone, Viterbo Hillclimb	Sport	Giovanni Marini Balestra
’64 July	Trento Bondone Hillclimb	Sport	Giovanni Marini Balestra
’64 July	Cesana-Sestriere Hillclimb	Sport	Mario Regis
’64 August	Trapani-Monte Erice Hillclimb	Sport	Mario Raimondo
’64 August	Coppa Agordo-Frassene, Belluno Hillclimb	Sport	Enrico Romanini
’64 August	Trofeo Micangeli, Avezzano Hillclimb	Sport	Giovanni Marini Balestra
’64 August	Corsa al Colle San Marco, Acoli Piceno Hillclimb	Sport	Giovanni Marini Balestra
’64 August	Cividale-Castellamonte, Udine Hillclimb	Sport	Giovanni Marini Balestra
’64 September	Coppa del Cimino, Viterbo Hillclimb	Sport	Giovanni Marini Balestra
’64 September	Trofeo Lumezzane, Brescia	Sport	Benito Jose Calvino y Teijeiro
’64 September	Coppa Nissena, Caltanissetta Hillclimb	Sport	Mario Raimondo
’64 October	Coppa Luigi Fagioli, Osimo Hillclimb	Sport	Giovanni Marini Balestra
’64 October	Campocatino, Hillclimb	Sport	Riccardo Carafa/Enrico Romanini (?)
’64 October	Corongui-Campuomu, Cagliari Hillclimb	Sport	Mario Casula
’65 January	Trofeo d’Inverno, Vallelunga	Sport	Cesare Righetti
’65 April	Stallavena-Boscochiesanuova, Verona Hillclimb	Sport	Enrico Romanini
’65 April	Avola-Avola Antica, Sicily Hillclimb	Sport	Enrico Romanini
’65 April	Coppa della Primavera, Amalfi Hillclimb	Sport	Francesco Varese
’65 May	Cividale-Castellamonte, Udine Hillclimb	Sport	Riccardo Carafa
’65 May	Alghero-Scala Picada, Sassari Hillclimb	Sport	Orazio Scalia
’65 May	Antignano-Monteburrone, Livorno Hillclimb	Sport	Enrico Romanini
’65 May	Vezzano-Casina, Reggio Emilia Hillclimb	Sport	Orazio Scalia
’65 May	Sorrento-Sant’Agata Hillclimb	Sport	Riccardo Carafa
’65 May	Salerno-Cava de Tirreni Hillclimb	Sport	Riccardo Carafa
’65 May	Bologna-Passo della Raticosa Hillclimb	Sport	Angelo Bonaccorsi
’65 June	Scalata al Colle Sant’Eusebio, Brescia	Sport	Dante Oliva
’65 June	Vittorio Veneto-Cansiglio, Treviso Hillclimb	GTE	Umberto Porcu
’65 June	Coppa Citta di Asiago, Hillclimb	GTE	Umberto Porcu/Enrico Romanini (?)
’65 June	Alcamo-Monte Bonifato, Trapani Hillclimb	Sport	Salvatore Maggiore
’65 June	Trofeo Venturi, Frascati Hillclimb	Sport	Riccardo Carafa
’65 June	Corsa al Monte Pellegrino, Palermo Hillclimb	Sport	Umberto Porcu
’65 June	Coppa della Sila, Consenza Hillclimb	Sport	Mario Raimondo
’65 July	Bolzano Mendola Hillclimb	Sport	Enrico Romanini
’65 July	Termini-Caccamo Hillclimb	Sport	Mario Raimondo
’65 July	Trento Bondone Hillclimb	Sport	Enrico Romanini
’65 July	Trieste Opicina Hillclimb	Sport	Enrico Romanini
’65 July	Cesana-Sestriere Hillclimb	Sport	Enrico Romanini
’65 August	Trapani-Monte Erice Hillclimb	Sport	Mario Raimondo
’65 September	Coppa Nissena, Caltanissetta Hillclimb	Sport	Orazio Scalia

Competizione versions:

 

From the outset, GT and GTE models were often modified for the track by specialist tuning/elaborazione firms.  Later, as was common practice at other Italian factories, customers could order a new race-specified Sport selecting from a range of options.  Such a vehicle was designated as a ‘Competizione.’  Known chassis numbers of Competiziones include:  #1002, #1004, #1006 #1008, #1026, #1030, #1103, #1123, #1125.  (At least two GTEs, #3634 and #3762 were forerunner examples of this specification process).

 

Central to the Competizione programme, was the derivation of engine variants which drew on the learnings from experience of the Appia motor’s deployment in the single seater Formula Junior category.  Introduced as a new formula in ’58, the requirement was either a 1000 cc or 1100 cc engine according to the car’s weight.  Tuner and race car preparation expert, Angelo Dagrada, chose to develop the Appia unit as a FJ engine.  The result was a tremendous increase in power, to over 90 bhp.  This was achieved mainly by extensive reworking of the head, reconfiguring it on the crossflow principle and installing larger (38 DCOE) twin Weber carburettors.  Dagrada also constructed FJ cars at his Milan workshop, supplying one of these to future F1 driver, Giancarlo Baghetti.  Though young and inexperienced, Baghetti achieved excellent results with the car in ’60.  It is said that Enzo Ferrari was sufficiently impressed by Baghetti’s performances that he invited him to test for the Scuderia – subsequently becoming a Ferrari works driver in ’62.  Also effective in race-modifying/preparing Appia engines, the Rome-based De Sanctis operation – though primarily Fiat-focused – offered special components such as better flowing manifolds.  Similar options were offered by Turin-based Bosato and Carlo Facetti’s business at Bresso near Milan.  The factory interpretation of such possibilities resulted in Competizione engines which typically featured Weber 40 DCOE carburettors, reprofiled camshafts and either Kolbenschmidt or Mahle high performance pistons.  To further optimise speed potential, body weight was saved in the main by the absence of bumpers, (and their irons), and the use of Perspex for the side and rear windows.  Another minor item, advised to me by Gino Giugno, which especially interested me, (because of my enthusiasm for the ‘donor’ Alfa Romeo model), was the minimalist door handle first used on the Giulietta Sprint Zagato.

Competizione door handle, as Giulietta SZ.

The Dagrada-modified Appia engine.  Courtesy VeoceToday

The design/specification/production history of the Lancia Appia Zagato models has been documented only to a limited extent.  However, in my own researches I have been able to substantially benefit from the published work of Gino Giugno, author of ‘Lancia da corsa Appia Zagato,’ 2019 ISBN 978-88-909220-1-5, in conjunction with Loris Chioetto.  Gino has also created a privately-published 530 page Dossier on these cars and has kindly helped me in direct communications with a number of detail enquiries.  I am very grateful to Gino for all his help.