Guide: Group B for the Street - a Historical & Technical Appraisal of the Lancia 037 Rally
Background
By the early 1980s, Fiat knew that for their domination of World and European rallying to continue, an all-new challenger conforming to the latest Group B regulations would have to be produced.
The firm’s most recent participation had been with the boxy but effective 131 Abarth Rally which secured the 1977, 1978 and 1980 World Championships. Prior to that, Fiat’s Lancia subsidiary had claimed a hat-trick of titles in 1974, 1975 and 1976 with the legendary Stratos.
When the Stratos was replaced by the 131, the plan was for Fiat to participate in rallying while Lancia would compete in sports car racing. Formula 1 would be left to Ferrari. However, the decision was later reversed and, from 1982, Lancia returned to the special stages.
Lancia’s rally campaign would dovetail with an attack on the World Sportscar Championship: in 1982 they raced the Group 6 LC1 after which the Group C LC2 took over. The firm had been involved in the World Sportscar Championship since 1979 (with the Group 5 Montecarlo Turbo) and backed by Martini & Rossi since 1980.
Going forward, Martini would become title sponsor for Lancia’s rally and sportscar programmes.
The introduction of Group B regulations in 1982 was a watershed moment for rallying. Whereas the outgoing Group 4 category required production of 400 vehicles, this figure was halved in an attempt to stimulate greater manufacturer participation.
The dramatically lowered homologation figure did lead to a surge of interest, but also spawned a new generation of ultra fast rally cars. Typically, these machines were designed from scratch purely for rallying and little thought was given to details like practicality or fuel efficiency. Within the course of a few seasons, this new generation of machinery had developed F1-rivalling power units.
Lancia were first out of the blocks with the Abarth-designed 037 Rally (Tipo 151 ARO). It would effectively supersede the mid-engined Stratos, a car that temporarily changed the face of world rallying on its way to 62 World and European victories.
Fiat had acquired Abarth in 1971. The Corse Marche outfit initially handled Fiat’s competition programme before its remit was expanded to cover Lancia as well.
The first top secret 037 Rally prototype was completed in late 1980. After several encouraging tests, Fiat gave the green light in spring 1981.
Lancia planned to have the 200 cars required for Group B inspected on April 1st 1982.
Sure enough, they hit their target.
Homologation was duly approved and the 037 Rally was unveiled 19 days later at the Turin Motor Show. By this point, Markku Alen and Attilio Bettega had already given the model its competition debut on the Rally Costa Smerelda (a round of the European Championship).
Chassis
The 037 Rally featured a central steel monocoque with 2240mm wheelbase and subframes at either end. The front subframe was used to carry the suspension and radiators, the rear subframe supported the engine, gearbox, suspension and fuel tanks. Both subframes were made from tubular steel with a 35mm diameter.
Suspension was via double wishbones all-round with one gas-filled Bilstein damper per side at the front and two per side at the rear. Ride-height was fully adjustable. An anti-roll bar was installed at the front but not at the rear.
Even though Audi had launched the pioneering four-wheel drive Quattro at Geneva in March 1980, Lancia decided that, for now, a lighter, less complicated, rear-wheel drive machine was the way to go.
300mm Brembo self-ventilating disc brakes were fitted all round along with 16-inch diameter Speedline alloy wheels. The handsome ‘Pepperpot’ rims measured 8-inches wide at the front, 9-inches wide at the rear and came shod with Pirelli’s latest P7 Corsa tyres.
Two 35-litre fuel tanks were installed up against the rear bulkhead either side of the engine.
Engine / Transmission
The Aurelio Lampredi-designed Tipo 232 AR4 engine was a supercharged inline ‘four’ with cast iron block and light alloy DOHC four valve head. Mounted longitudinally in the chassis, it used dry-sump lubrication and an Abarth R10 Roots Volumetric supercharger. Supercharger pressure was variable between 0.6 bar and 0.9 bar.
The engine displaced 1995cc thanks to a bore and stroke of 84mm and 90mm respectively. Fuel feed was courtesy of a single Weber DCVNH 15/250 twin choke carburettor. Lancia opted for Marelli AEI 200 electronic ignition and a 7.5:1 compression ratio.
In this configuration, peak output was 205bhp at 7000rpm and 167lb-ft at 5000rpm.
The five-speed transaxle comprised a ZF gearbox, single plate Valeo clutch and Abarth-modified ZF 25% self-locking limited-slip differential.
Bodywork
Bodywork was designed by Pininfarina and most of the panels were glassfibre reinforced Kevlar. Given the complexity of painting composites, only one colour was offered: red.
The single piece nose was fastened in place by quick-release catches behind each front wheel. It tilted forwards to reveal a fibreglass bin that housed a space saver wheel, a jack and other sundry equipment. Oil and water radiators were mounted on the tubular subframe. To accommodate the spare wheel, Pininfarina added a distinctive bulge on the heavily vented and otherwise ultra low profile hood.
The blunt nose was home to twin headlights either side of a traditional Lancia grille. The front apron housed a brace of rectangular fog lights and an integrated chin spoiler.
Aside from a double bubble roof, the cockpit profile was effectively a direct copy of the Lancia Montecarlo.
Like the front, the entire rear body section lifted up in one piece (external hinges were mounted at the trailing edge of the roof). The supercharged motor was on full view thanks to a large rear screen. Cool air was fed into the engine bay via two satin black sail panel intakes.
Tail lights were lifted from from the Lancia Montecarlo and mounted either side of a heavily vented fascia. Additional vertical banks of cooling slats were carved out from the bumper either side of the licence plate recess.
Buyers could specify an optional rear spoiler which was variously finished in body colour (red) or satin black.
Interior
The cockpit was created with a view to rallying success as opposed to avant garde aesthetics. Velour fabric seats were imported from the Montecarlo but everything else was brand new. Access required navigation over large tubular roll cage side members.
A full width fibreglass dash was upholstered in a soft-touch neoprene material.
The instrument binnacle was given a black alloy fascia. It housed a large 260kmh speedometer and 10,000rpm tach plus smaller read outs for oil temperature, oil pressure, water temperature, boost pressure and fuel.
The vertical centre console was home to a bank of heat-proof fuses, a clock and the ventilation controls.
Electric window switches were mounted alongside the handbrake.
A leather-rimmed three-spoke Abarth steering wheel was fitted along with a double-glazed window to the engine bay.
Weight / Performance
Lancia quoted a weight of 1170kg, a 140mph top speed and 0-62mph time of 5.8 seconds.
Production
207 examples of the 037 Rally were completed, all of which were left-hand drive.
Road versions sold for 40m Lira (£18,000) compared to 53m Lira (£24,000) for the competition derivative.
Competition History
After a disappointing 1982 season plagued by accidents and unreliability, the 037 came good in 1983. That year, Lancia won the Driver and Manufacturer World Championships. 037 drivers also won a hat-rick of European Rally Championships in 1983, 1984 and 1985.
The model was ultimately replaced by the Delta S4 which went down in history as perhaps the most extreme Group B rally car of all.
Text copyright: Supercar Nostalgia
Photo copyright: Lancia - https://www.lancia.com
