The Lancia Beta (Type 828), stylised Lancia β, was an entry-level luxury car produced by Italian car manufacturer Lancia from 1972 to 1984. It was the first new model introduced by Lancia after it had been taken over by Fiat in 1969.
The Beta was made in several body styles, namely 4-door fastback saloon (Beta berlina), 4-door three-box, notchback saloon (Beta Trevi), 2-door coupé (Beta Coupé), 2-door targa (Beta Spider), 3-door estate (Beta HPE); a mid-engined sports car was also sold under the Beta name, the Lancia Beta Montecarlo.
Etymology
The company chose the name Beta for a new vehicle to be launched in 1972, symbolising a new beginning as it reflected the fact that the company's founder, Vincenzo Lancia (1881–1937), had used letters of the Greek alphabet for his early vehicles – Alpha, Beta, Gamma, Delta, and so on. "Beta" had been used before, first for Lancia's 1908 car and again for a 1953 bus. Lancia had previously used the first letter of the Greek alphabet, Alpha, but this was not chosen for the new 1972 Lancia due to the obvious confusion it might cause with Alfa Romeo models.
Origins
thumb|A pre-facelift Lancia Beta 1300 Coupé (Italy)
When Fiat acquired Lancia in 1969, the company had been without a Technical Director for the year following the death of Technical Director Antonio Fessia. Ing. Sergio Camuffo was given the job of developing the new model in early 1970.
Although in the difficult years before the Fiat take-over, a number of the engineering staff had left the company, Camuffo was able to pull together a core of Lancia engineers, who were tasked with getting the car into production by the end of 1972. Romanini, chassis design, Zaccone Mina, engine development, with Gilio and Bencini in testing. This was a very short timeframe, and development money was relatively limited. These were key factors that influenced the decision to use an existing power plant: the Fiat twin overhead cam, straight-four engine with its alloy head and cast iron block.
At the Beta's launch late in 1972 Fiat chief Gianni Agnelli told journalists that Lancia's output would be about 40,000 units in 1972 at a time when a volume of 100,000 was needed to cover the fixed costs involved in developing and building the cars.
As with a number of previous front-wheel drive-Lancia models, the engine and gearbox were mounted on a subframe that bolted to the underside of the body. However, in the Beta the engine and manual gearbox were fitted transversely in-line. This Fiat-inspired configuration not only enabled neat engine bay packaging, but also, by tilting the engine 20 degrees rearwards, the Lancia engineers achieved improved weight transfer over the driven wheels and towards the centre of the car, as well as lowering the centre of gravity. The rear-wheel drive Lancia Montecarlo employed a similar layout except the subframe was mounted at the rear.
On the front-wheel drive Betas, Lancia designed a particularly original independent rear suspension with MacPherson struts attached to parallel transverse links that pivoted on a centrally mounted cross member bolted to the underside of the floorpan. An anti-roll bar was fitted to the floorpan ahead of the rear struts with both ends of the bar trailing back to bolt to the rear struts on each side. This unique design went on to be used in later Lancia models. The design was never patented by Lancia, and consequently inspired similar rear suspension system layouts in other manufacturers' vehicles during the 1980s and 1990s.
A short wheelbase coupé was introduced in June 1973, then the following year the 2+2 Spider convertible. At the 1975 Geneva Motor Show Lancia launched the HPE (High Performance Estate), styled in a similar vein to the Reliant Scimitar and Volvo 1800ES while utilizing the wheelbase of the Berlina. Later the Beta Montecarlo, a two-seater mid-engined coupé was launched.
The different models all underwent various revisions and improvements over the years. Power steering specially produced by the German company ZF became available on certain Left Hand Drive models and was also used on the Gamma. For 1975 the exterior styling was modified by Pininfarina: "the back window has been relocated in a more upright position" to aid visibility, the rear quarter pillars gained sharper trailing edges, the waistline was lowered and windows made larger. Electronic ignition became available in 1978. Automatic transmission became available the same year; the Beta was the first Lancia manufactured with an automatic transmission factory option. In 1981 power steering also became available on certain Right Hand Drive models. Also in that year a fuel-injected version of the 2.0-litre engine became available on certain models. The Coupé and HPE underwent a facelift in June 1983 (at the same time that the supercharged VX versions were introduced) and remained available for a little while longer than the other bodystyles.
thumb|right|The Mario Bellini dashboard of the Trevi and third-series Berlina, with deeply recessed dials and controls
Late in the model's life Lancia released the Trevi VX, with a Roots-type supercharger fitted between the carburettor and low-compression two-litre engine; the Coupé VX and HPE VX followed soon after (June 1983). These three variants were known as Volumex models and had the highest performance of all the road-going production Betas, with and substantially increased torque over the normal two-litre . The Coupé VX and HPE VX can be distinguished from the normal cars by the offset bulge on the hood which is required to clear the new air intake, a spoiler fitted below the front bumper and the rubber rear spoiler. They also have stiffer spring rates. Lancia produced 1272 Coupé VX, 2370 HPE VX and 3900 Trevi VX. Most were left-hand drive (only 186 right-hand drive HPEs and around 150 RHD Coupés were imported to the UK, however the car was also sold in some other RHD markets so exact RHD production remains unknown). Only one right-hand drive Trevi VX was made.
A small number of Trevis were built to run on LPG rather than petrol (gasoline).
In North America
This car marked a brief return of Lancia to the United States market beginning in 1975. Federalization was not quite harmonious, though, which combined with a lack of dealers to dissuade US buyers. All bodystyles except the Trevi were on offer at one time or another, although some were sold under different names: the Spider was sold as the Lancia Zagato (from 1979) and the Montecarlo as the Lancia Scorpion (because Chevrolet already had rights to the Monte Carlo model name in the US). Federalized cars were originally sold with a 1756 cc twin-cam engine with . This later dropped to as emissions rules were tightened. For the 1979 model year, a two-litre engine was installed, with power up somewhat, to . More importantly, torque was up by 17 per cent. A black and gold Zagato Limited Edition (LE) of 500 cars was offered for 1979, followed by a Special Edition (SE) of similar livery for 1981. Quality problems meant that US inspectors went to visit the plant to see what could be improved, but Lancia took a hiatus and did not bring any 1980 models. When returning in 1981, the Berlina was dropped as they focussed on the more popular sporting variants. Fuel injection increased the 2.0's power considerably, to about (the published numbers vary considerably). The 2.0-litre units had improved torque (up 20% to 128 lb ft at 2800 rpm).
Number built: 194,914 Berlinas plus 36,784 Trevis.
Coupé
left|thumb|Beta Coupé
In 1973 the second style to appear was a 2+2 two-door coupé with a wheelbase, although due to the fuel crisis did not become available to the public until early 1974. It was launched with 1.6 and 1.8L engines. New 1.6 and 2.0L engines replaced the original units in late 1975, followed by a 1.3L in early 1976. In 1978, the Beta Coupé became available with an automatic transmission and power steering. In 1981, the car received a minor facelift and at the same time the 2.0 became available with fuel Bosch electronic fuel injection. In 1983, a 2.0 VX supercharged engine became available with an output of 135 bhp. The bodywork was developed inhouse by Centro Stile Lancia led by Aldo Castagno, with Piero Castagnero acting as styling consultant. Castagnero had also styled the Beta's predecessor, the Lancia Fulvia saloon and coupé. Number built: 111,801.
This was one of the bodystyles to be marketed in North America. The 2.0L twin-cam I4 offered in North America produced at 5500 rpm.
Spider (Zagato)
alt=|thumb|Beta Spider
The next version to be launched was a two-door convertible called the Spider (or Zagato in America), also with 2+2 seating. The Spider used the coupé's shorter wheelbase and featured a targa top roof panel, a roll-over bar and folding rear roof. Early models did not have a cross-member supporting the roof between the tops of the A to B Pillars. Later models had fixed cross-members. Production started in 1975. It was initially powered by either the 1600 or 1800 twin-cam engine, later being replaced by the new 1.6 and 2.0. In Europe, it never received the fuel injected engine, although a fuel injected version was sold in the US market in 1981 and 1982. The Spider was designed by Pininfarina but actually built by Zagato. The construction process was complex, with coupé bodies-in-white being delivered to Zagato for the roofless conversion, then back to Lancia for rust-proofing, then back to Zagato for paint, interior and trim, and then back to Lancia for a third time for engine installation and final assembly. Lancia probably lost money on every car built.
HPE
alt=|left|thumb|Beta HPE - First Series
The Beta HPE was a three-door sporting estate or shooting brake introduced in March 1975. HPE stood for High Performance Estate, and then later High Performance Executive. This model had Berlina's longer wheelbase floorpan combined with the coupé's front end and doors. The HPE was developed by Pininfarina. At launch it came with either 1600 or 1800 twin-cam engines, these being replaced in November of the same year by new 1.6 and 2.0 units. In 1978, like other Beta models automatic transmission became available along with power steering. It was renamed the H.P.Executive (without the Beta) from 1979 and in autumn 1981 gained the option of a fuel injected 2.0 engine. In 1984 a 2.0VX supercharged version became available. Like all other models in the Beta range the HPE was discontinued in 1984, after 73,626 Beta HPEs had been built.
Montecarlo
alt=|thumb|Beta Montecarlo
The final car to carry the Beta badge was the Pininfarina-designed and built two-door Lancia Montecarlo, announced in March 1974. However Lancia had some autonomy from Fiat in the development of the Beta.
The main reason for the Fiat label was that despite its unique Lancia chassis, suspension, interior and bodywork, the Beta used a Fiat-based engine. The Fiat Twin Cam engine, originally designed by Aurelio Lampredi, who built engines for Ferrari until Fiat employed him, was one of the most advanced 4-cylinder engines in Europe at that time.
Engines
{| class="wikitable" style="text-align:center; font-size:91%;"
|-
!Model!!Years!!Engine!!Displacement!!Power!!Fuel system
|- style="background:#fff;"
|1400||1972–1974||I4 DOHC||1438 cc|| ||carburettor
|- style="background:#fff;"
|1600||1972–1975||I4 DOHC||1592 cc|| ||carburettor
|- style="background:#fff;"
|1800||1972–1975||I4 DOHC||1756 cc|| ||carburettor
|- style="background:#fff;"
|1300||1974–1975||I4 DOHC||1297 cc|| ||carburettor
|- style="background:#fff;"
|1600||1975–1984||I4 DOHC||1585 cc|| ||carburettor
|- style="background:#fff;"
|2000||1975–1984||I4 DOHC||1995 cc|| ||carburettor
|- style="background:#fff;"
|1300||1976–1979||I4 DOHC||1301 cc|| ||carburettor
|- style="background:#fff;"
|2000 i.e.||1980–1984||I4 DOHC||1995 cc|| ||fuel injection
|- style="background:#fff;"
|2000 VX||1982–1984||I4 DOHC||1995 cc|| ||carburettor, supercharger
|}
Legacy
The Beta was very well received by the motoring press and public when launched. The various models were praised for their performance and their good handling and roadholding. They were widely regarded as a "driver's car" with plenty of character. The Beta was competitively priced in export markets and managed to become the highest ever selling Lancia model up to that point.
Unfortunately the Beta gained a reputation for being rust-prone, particularly the 1st Series vehicles (built from 1972 to 1975). A widely circulated rumor states that the cars used Soviet steel supplied to Fiat in return for building the Lada factory. However, these claims have never been verified. The steel problems are more likely due to poor rustproofing techniques as well as the prolonged strikes that plagued Italy at that time rather than the metal's origin.
The corrosion problems could be structural; for instance where the subframe carrying the engine and gearbox was bolted to the underside of the car. The box section to which the rear of the subframe was mounted could corrode badly, causing the subframe to become loose. Although tales of subframes dropping out of vehicles were simply not true, a vehicle with a loose subframe would fail a technical inspection. It was not just the Series 1 cars or saloons - according to an employee of the recycling firm that disposed of the Betas, the Series 2, HPE, Coupe and Spider models were all affected and by late 1983, the scrap dealer Hallett metals in Crewkerne, Somerset had crushed the last of the affected cars. In fact, by 1983 Series 2 cars outnumbered Series 1 models by a large percentage. Deliveries to Hallett Metals were handled mainly by transport company Abbey Hill. Before being crushed (flattened), the engine and gearboxes would be removed and placed in a separate container and no parts were to be removed or resold to the public.
In the UK (Lancia's largest export market at the time), the company listened to the complaints from its dealers and customers and commenced a campaign to buy back vehicles affected by the subframe problem. Some of these vehicles were 6 years old or older and belonged to 2nd or 3rd owners. Customers were invited to present their cars to a Lancia dealer for an inspection. If their vehicle was affected by the subframe problem, the customer was offered a part exchange deal to buy another Lancia or Fiat car. The cars that failed the inspection were scrapped. However, on 9 April 1980 the Daily Mirror and TV programmes reported on the issue. There were claims that the problem persisted in later cars by showing photographs of scrapped 1st Series saloons, referring to them as being newer than five and six years old. Other contemporary manufacturers whose cars also suffered from corrosion were not treated as harshly. Lancia had already introduced one year previously a 6-year anti-corrosion warranty - an automotive first in the UK. Whilst later Betas (2nd Series cars) had reinforced subframe mounting points and post-1979 cars were better protected from the elements, these issues damaged the whole marque's sales success on most export markets. The revision to the crossmember was quite simple and meant turning it through 180 degrees forming an 'n' channel rather than a 'u' channel thus preventing dirt and water collecting and causing rust.
Specials
thumb|[[Lancia Medusa|alt=]]
Giovanni Michelotti produced three concept cars on Beta mechanicals. Two were four-door saloons based on the Berlina—one unusual in having four gull-wing doors—the other was a two-seater open-top car based on the Coupé.
In 1980, Giorgetto Giugiaro built a concept car on Montecarlo mechanicals, called the Medusa. Unusually for a mid-engined car it had four doors, and the body was shaped to have a very low drag coefficient for the time.
Lancia built one very special variant of the Beta themselves. The twin-engined Trevi Bimotore was used for tests related to Lancia's new four-wheel drive rally cars; it was powered by one Volumex engine under the bonnet driving the front wheels, and another in the back driving the rear wheels, with air scoops in the rear doors. The two gearboxes were linked, and an electronically controlled throttle replaced the mechanical system so the two engines worked together.
Pamplona assembly
There are few records of Lancias ever being assembled outside Italy but, exceptionally, Betas were. It was announced in August 1976 that SEAT would commence Spanish production of the Lancia Beta. Three years later Beta production by SEAT indeed commenced at the company's recently acquired Pamplona plant, though only the Coupé and HPE lift-back versions were included. The arrangement was short lived from 1979 up to 1980 because of a falling out in the early 1980s between Fiat, Lancia's parent company, and the Spanish government over the increasingly urgent need for investment to upgrade the SEAT range. In 1982 Volkswagen became SEAT's major auto-industry partner, and under the new regime the plant that had assembled the Lancia Beta, SEAT Panda and SEAT 124 switched to building the Volkswagen Polo.
Gallery
<gallery class="center" perrow="4" widths="250">
File:LanciaBeta.jpg|Lancia Beta Coupé
File:LanciaBetaSpiderRoofOn.jpg|Lancia Beta Spider (roof on)
File:Lancia Beta HPE (15270811767).jpg|Lancia Beta HPE
File:Auto Italia Autumn Italian Car Day Heritage Motor Centre Gaydon Auto Italia Autumn Italian Car Day Heritage Motor Centre Gaydon Auto Italia Autumn Italian Car Day Heritage Motor Centre Gaydon IMG 6641 (4936272936).jpg|Lancia Beta Montecarlo
File:Lancia Trevi VX 001.JPG|Lancia Trevi VX
File:Lancia Beta Trevi VX Bi Motore (front) - Flickr - tonylanciabeta.jpg|Lancia Trevi VX Bimotore
</gallery>
References
- Classic & Sports Car magazine, July 2007 issue
- Lancia Beta - A Collector's Guide, author Brian Long,
- La Lancia, 3rd edition, author Wim Oude Weernink,
- Lancia Beta Gold Portfolio 1972–1984 (a collection of motoring press articles from that era compiled by R.M.Clarke),
- ITV News At Ten, UK national TV news, April 1980