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The elephant in the glass store - Lancia Fulvia HF in the (historic) test

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Created on August 19, 1966

Text:

Wolfgang Rausch

Photos:

Archiv

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Archiv

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Lancia Fulvia HF (1967) - lighter in weight and optimized for racing, 1.3-litre version still without fender flares

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Lancia Fulvia Coupé HF (1966) - many rally victories were won with this car

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Lancia Fulvia Coupé HF (1966) - here still as a 1.3-liter version

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Lancia Fulvia Coupé HF (1966) - the sporty interior of the basic rally version

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Lancia Fulvia HF (1967) - in rally use, this car had to be beaten

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Lancia Fulvia HF (1966) - for rally drivers - Geneva Motor Show 1966

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Lancia Fulvia Coupé Rallye 1.3 HF (1967) - with attractive rally stripe

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Lancia Fulvia Coupé Rallye 1.3 HF (1967) - Weight optimization through renunciation - without bumpers

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Summary

How deceptive outward appearances can be. This delicate coupé with its skinny tires was the kind of car you wanted to handle with kid gloves. But the Lancia Fulvia HF was an uncompromising racing machine that subordinated all comfort to the best possible driving performance. Only the gearbox failed to live up to this ambition. Why the coupé with the bouncing elephant on the fender was a serious competitor for the Glas 1300 GT and 1304 after all can be read in this historical test report from 1966.

This article contains the following chapters

Lightweight with a few kilos too many
The biggest weakness: the gearbox
Better as a GT than a touring car
Technical data

Estimated reading time: 7min

Preview (beginning of the article)

In motorsport - at least in Germany - the class of GT vehicles up to 1300 cc is dominated by the Glas 1300 GT. Glas-Werke also launched the 1304 TS with the same engine, which was faster than the 1300 GT in almost all cases. The reason is obvious: the GT is around 60 kg heavier than the TS. This gives the considerably cheaper TS an advantage that the GT cannot make up for despite its better road holding. It has often been suggested that a slimmed-down model with simplified equipment and reduced weight should be brought onto the market for sports drivers, the price of which could be at the same level as the standard GT despite various minor changes on the assembly line. The 500 units required for homologation could certainly be sold.

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