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Lancia Aurelia

Lancia Aurelia B 10 / B 24 S Convertible
EngineV-six-cylinder (60°)
Displacement1755/2451 cm³
Bore * stroke - / 78 * 81,5 mm
Compression- / 8,0 : 1
CrankshaftFour bearing, per cylinder one crank pin
Cylinder blockAluminum
Engine controlOHV
Mixture formationDouble carburetor
Torque - / 180 Nm at 3000 rpm
Max. power41/85 kW (56/116 HP)
Rated speed - / 5200 rpm
PowertrainLongitudinal engine, transaxle-drive
TransmissionFour speed, fully synchronised
Front suspensionTelescop-struts
Rear suspensionSemi-trailing arm, later on De Dion
TyresMichelin X radial-ply
DesignerVittorio Jano
Length4420 mm (Salon/Sedan)
Body-designPinin Farina
Top speedApprox. 135/185 km/h
Manufactured1950 - 1957
Sales priceStarting at approx. 24.000 DM (1954)
VersionsSalon/Sedan, Coupe, Convertible, Spider, various

At that time all Lancias are named after famous Roman roads, the Via Aurelia even leads mostly near the coast to France. A perfectly logical naming of a company that produces unimpressive cars with progressive inside, almost always close to bankruptcy. Althoug the design of the bodywork is elegant. Anyone who looks at it with today's eyes feels the lack of chromium rather than pleasant. Not noticed is then the use of aluminum for doors and hoods. In term of prices possible buyers will have been rather more conservative.
But when opening the door reveals the technical demands of the company, the four-door is lacking the B-pillar for easier access to the rear. The specifics go on sitting down on the driver's seat. The steering wheel is adjustable in height, the indicator self-resetting, unusual for a car this time. There are more extra features in the interior, only three indicators, but the technical highlights can be found under the sheet metal.
As V-engine with the character of a in-line engine is considered the drive, only because at a V of 60° it provides for each cylinder its own crank pin. So you can keep the same firing angle. The rest is not revolutionary except the nearly hemispherical combustion chamber with a relatively high compression. Hardly the torque is out of the engine, it is to find again beyond the clutch in a cardan shaft. The transmission follows only at the end together with the rear axle. Transaxle is it called today, praising the good weight distribution, and blames the higher trunk floor.
A little further in the force flow is then a real world novelty, the trailing arm-suspension. You have to understand that in the period after the Second World War, almost all cars during spring compression its camber either retained or this has been positive. Not so the Lancia Aurelia. It has in this situation negative camber on the rear wheels and the support is fine in curves. Common is the very different models the typical radiator grille, which also decorate today's Lancia. Another common feature are the numerous racing successes of the most modified Aurelia. Already in serial condition is even the late sedan a serious Porsche opponent.               Top of page               Index
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Translator: Don Leslie - Email:

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