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1978 LANCIA BETA COUPE 1.6 LITRE MANUAL 1 PREVIOUS OWNER.
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Lancia Beta From Wikipedia, the free encyclopedia Jump to: navigation , search Lancia Beta Lancia Beta Coupe Manufacturer Lancia Production 1972–1984 Predecessor Lancia Fulvia Successor Lancia Prisma Body style(s) 4-door sedan (berlina) 2-door coupé 2-door targa (Spider) 3-door estate (HPE) Layout FF layout Engine(s) 1.3 L I4 , 61 kW (82 hp) 1.4 L I4 , 67 kW (90 hp) 1.6 L I4 , 75 kW (100 hp) 1.75 L I4 , 82 kW (110 hp) 2.0 L I4 , 86-91 kW (115-122 hp) 2.0 L Supercharged - I4 , 101 kW (135 hp) Wheelbase Sedan: 2,535 mm (99.8 in) [ 1 ] Length Sedan: 4,293 mm (169.0 in)-4,320 mm (170 in) Trevi: 4,355 mm (171.5 in) Coupé: 3,993 mm (157.2 in) HPE: 4,285 mm (168.7 in) Spider: 4,040 mm (159 in) Montecarlo: 3,810 mm (150 in) Width Sedan: 1,651 mm (65.0 in) Trevi: 1,700 mm (67 in) Spider: 1,646 mm (64.8 in) Montecarlo: 1,702 mm (67.0 in) Height Sedan: 1,397 mm (55.0 in) Trevi: 1,400 mm (55 in) Coupé: 1,280 mm (50 in) HPE: 1,321 mm (52.0 in) Spider: 1,250 mm (49 in) Montecarlo: 1,190 mm (47 in) Curb weight 1,000 kg (2,200 lb)-1,195 kg (2,630 lb) Related Lancia Trevi Lancia Montecarlo The Lancia Beta is a car produced by Lancia . It was the first new model introduced by Lancia after it had been taken over by Fiat in 1969. Contents 1 Model range 1.1 Berlina 1.2 Trevi 1.3 Coupé 1.4 Spider 1.5 HPE 1.6 Montecarlo 2 Origins 3 The name 4 Features 5 Lancia with Fiat elements 5.1 Engines 6 Legacy 7 Specials 8 Pamplona assembly 9 References 10 Footnotes 11 External links [ edit ] Model range The Beta was available in a number of different body styles: [ edit ] Berlina The first body style to appear, and the most common was the four-door berlina (sedan), with a wheelbase of 2,540 millimetres (100 in) and 'fastback' styling giving the appearance of a hatchback, although in fact it had a conventional boot like a saloon . This practice was common in the industry at the time as manufacturers deemed that hatchback designs would not be accepted in this market sector. [ edit ] Trevi Main article: Lancia Trevi Late in the Beta's life, with assistance from Pininfarina , a drastically reworked three-box saloon variant was released as the Beta Trevi ; the Trevi also introduced a controversial new dashboard layout with deeply recessed displays, which was also later used in the third series Berlina. Number built: 194,914 Berlinas plus 36,784 Trevis. [ edit ] Coupé The second style to appear was a 2+2 two-door coupé with a 2,350 millimetres (93 in) wheelbase. The bodywork was developed inhouse by a Lancia team led by Aldo Castagno, with Pietro Castagnero acting as styling consultant. Castagnero had also styled the Beta's predecessor, the Lancia Fulvia saloon and coupé. Number built: 111,801. [ edit ] Spider The next version to be launched was a two door convertible called the Spider (or Zagato in America). In brochures Lancia spelt the name with a "y" rather than an "i" possibly to differentiate the car from the Alfa Romeo Spider. 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. The Spider was designed by Pininfarina but actually built by Zagato . Number built: 9390. [ edit ] HPE The Beta HPE was a three-door sporting estate or shooting-brake introduced in 1975. [ 2 ] 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 also styled in house at Lancia by Castagno's team, with Castagnero as styling consultant. It was renamed the Lancia HPE (without the Beta) from 1979 and was discontinued in 1984. [ 2 ] Number built: 71,258. [ 2 ] [ edit ] Montecarlo Main article: Lancia Montecarlo The final variant was the Pininfarina designed – and built – two door Lancia Montecarlo (note that the vehicle was named "Montecarlo" written as one word, not Monte Carlo , one of Monaco's administrative areas). This was a rear-wheel drive mid-engined two-seater sports car that shared very few components with other Betas. Montecarlos were available as fixed head "Coupés" and also as "Spiders". The car was originally designed as a Fiat, a big brother to the Bertone-styled Fiat X1/9 , and was initially called the X1/20 in prototype stage; it is therefore not related to the Beta by design, but used much of its components. First Series cars (1975–1978) were badged Lancia Beta Montecarlo. There was then a 2 year gap in production. The revised Second Series cars (1980–1981) were simply badged as Lancia Montecarlo. In the United States of America the First Series cars were marketed as the Scorpion alongside the rest of the Beta range. Scorpion was used because General Motors had already used the name Monte Carlo for one of their cars. The Scorpion name was a reference to Abarth. Number of Montecarlos built: 7595. [ edit ] Origins When Fiat acquired Lancia in 1969, the company had been without a Technical Director for a year, no successor having been appointed following the death of Antonio Fessia a year earlier. [ 3 ] 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. [ 3 ] Lancia’s lack of profitability was also evidenced by the absence of replacement models under development at the time of the Fiat take-over, while the Lancia Fulvia , though much loved by enthusiasts, had been developed with little concern for making it cost-effective to produce: it had therefore been sold at a high price in correspondingly low volumes. [ 3 ] The company’s new owner’s objective with the new Beta was to retain the quality image (and resulting price premium) of existing Lancias, while minimising development time and production costs by using in-house Fiat group technology and parts as far as possible. [ 3 ] The project adapted a well-regarded existing Fiat engine, fitted transversely and driving the front wheels in line with Fiat’s investment in this configuration during the previous decade. [ 3 ] The gear box was a development of a transmission unit then being developed by Fiat-partner Citroën for a forthcoming model of their own. [ 3 ] Above all, and in contrast with the Fulvia, the Beta design was relatively inexpensive to produce in volumes significantly higher than those achieved by predecessor Lancia saloons. [ 3 ] [ edit ] The name The company chose the name Beta for a new vehicle to be launched in 1972. The choice of name symbolised a new beginning as it reflected the fact that the company’s founder, Vincenzo Lancia (1881–1937), utilized letters of the Greek alphabet for his early vehicles — such as Alpha, Beta, Gamma, Delta, and so on. "Beta" had been used before, for Lancia’s 1908 car and again for a 1953 bus. Lancia had previously utilized 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 . [ edit ] Features All versions of the car came with DOHC engines, five speed gearboxes, rack and pinion steering , independent suspension using MacPherson struts all round and disc braking on all four wheels. The front wheel drive models were available in a number of engine capacities ranging from 1.3 L to 2.0 L. 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 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. Unfortunately the design was never patented by Lancia, and consequently inspired similar rear suspension system layouts in other manufacturers' vehicles during the 1980s and 1990s. 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 . 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 unusual 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. These three variants were known as Volumex models and had the highest performance of all the road-going production Betas, with 135 bhp (101 kW) and substantially increased torque over the normal two-litre 200 N·m (148 lb·ft). 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) . [ edit ] Lancia with Fiat elements For some the Beta was not a Lancia but rather a Fiat. [ 4 ] However, it should be noted that Lancia were allowed a surprising amount of autonomy from Fiat in the development of the Beta. The levels of technology in the Beta described in the previous section also highlight the sheer amount of bespoke engineering that went into the then new Lancia. 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. It is important to note that the Fiat DOHC 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. [ 5 ] It continued in production well into the 1990s and, in highly developed form, was used in performance road cars such as the Lancia Delta Integrale and Fiat Coupé . The Lancia engineers made changes to the engines fitted to the Beta range. These included a bespoke cylinder head which incorporated hemispherical combustion chambers, altered valve timing, new inlet and exhaust manifolds as well as different carburation. These modifications resulted in higher horse power and torque figures for the engines as used in the Beta. In addition the mounting points on the engine block were different to allow for the transverse installation as opposed to the longitudinal installation utilised by the rear wheel drive Fiats. For these reasons the engines are not interchangeable between Betas and contemporary Fiats such as the Fiat 132 . [ 6 ] [ edit ] Engines Model Years Engine Displacement Power Fuel system 1400 1972-74 I4 DOHC 1438 cc 90 PS (66 kW; 89 hp) carburettor 1600 1972-74 I4 DOHC 1592 cc 100 PS (74 kW; 99 hp)-106 PS (78 kW; 105 hp) carburettor 1800 1972-74 I4 DOHC 1756 cc 110 PS (81 kW; 108 hp)-120 PS (88 kW; 118 hp) carburettor 1300 1974-75 I4 DOHC 1297 cc 82 PS (60 kW; 81 hp) carburettor 1600 1975-84 I4 DOHC 1585 cc 100 PS (74 kW; 99 hp) carburettor 2000 1975-84 I4 DOHC 1995 cc 119 PS (88 kW; 117 hp) carburettor 1300 1976-79 I4 DOHC 1301 cc 85 PS (63 kW; 84 hp) carburettor 2000 i.e. 1980-84 I4 DOHC 1995 cc 122 PS (90 kW; 120 hp) fuel injection 2000 VX 1982-84 I4 DOHC 1995 cc 135 PS (99 kW; 133 hp) carburettor , supercharger [ edit ] Legacy This section needs additional citations for verification . Please help improve this article by adding reliable references . Unsourced material may be challenged and removed . (August 2010) The Beta was very well received by the motoring press and public when launched. [ 7 ] 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 due to a weak Italian currency at that time, and managed to become the highest ever selling Lancia model up to that point. Unfortunately a combination of poor quality steel, [ citation needed ] poor rust prevention techniques (typical of almost all automobile manufacturers in the 1970s), and inadequate water drainage channels [ citation needed ] led to the Beta gaining a reputation for being rust-prone, particularly the 1st Series vehicles (built from 1972–75). A widely circulated rumor states that the cars used Russian steel supplied to Fiat in return for building the Lada factory, [ 8 ] however these claims have never been verified and the steel problems are more likely due to the prolonged strikes that plagued Italy at that time 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. In actuality, the problem affected almost exclusively 1st Series saloon models and not the Coupé, HPE, Spider or Montecarlo versions. In the UK (Lancia's largest export market at the time [ citation needed ] ) 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. Sadly for Lancia, on 9 April 1980 the Daily Mirror and certain TV programmes such as That's Life! got wind of what Lancia was already doing to help its customers and embarked on a campaign to exaggerate the issue and humiliate the manufacturer. There were false 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 (British, French, Japanese and German) whose cars also suffered from corrosion were not treated as harshly. This was possibly because Lancia was seen as a luxury car brand at that time and consequently expectations were high. [ 9 ] [ 10 ] [ 11 ] Ironically, 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. However, thanks to its strong driver appeal, the Beta still enjoys a dedicated following today. Surviving examples make an interesting classic car choice for the enthusiast. Lancia Beta Berlina Lancia Beta Coupé Lancia Beta Spider (roof off) Lancia Beta Spider (roof on) Lancia Beta HPE Lancia Beta Montecarlo Lancia Trevi VX [ edit ] Specials Giovanni Michelotti produced three concept cars on Beta mechanicals. Two were sedans based on the Berlina—one unusual in having four gull-wing doors -- the other was an open top two-seater 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 hood driving the front wheels, and another in the back driving the rear wheels, with air scoops in the rear doors. [ 12 ] The two gearboxes were linked, and an electronically controlled throttle replaced the mechanical system so the two engines worked together. [ 13 ] [ edit ] 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. [ 14 ] 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 . [ edit ] References Classic & Sports Car magazine, July 2007 issue [ 15 ] Lancia Beta - A Collector's Guide, author Brian Long, ISBN 0-947981-62-4 La Lancia, 3rd edition, author Wim Oude Weernink, ISBN 90-806496-2-7 Lancia Beta Gold Portfolio 1972-1984 (a collection of motoring press articles from that era compiled by R.M.Clarke), ISBN 1 85520 195 X [ edit ] Footnotes ^ "Four in one road test comparisons: foreign sports saloons". Autocar . 1973 . ^ a b c Graham Robson, A-Z of Cars of the 1970s, page 91 ^ a b c d e f g "Continental Diary: Can the new Beta restore Lancia’s ailing fortunes? After an exclusive test drive, Paul Frère thinks it will...on the understanding that quality control is to remain as strict as ever...". The Motor nbr 3666 : pages 26–27. 27 January 1973. ^ "La Lancia", page 310 ^ "Lancia Beta - A Collector's Guide" ^ Various sources "La Lancia", "Lancia Beta - A Collector's Guide" and "Lancia Beta Gold Portfolio" ^ "Lancia Beta Gold Portfolio 1972-1984" collection of press articles ^ According to diverse sources, including The Independent newspaper 2nd August 2005 ^ Classic & Sports Car magazine , July 2007 issue ^  "Beta Press Pack - Model Guide & History" by John Bower of The Lancia Beta Forum , pages 7-8 ^  "Luxury Cars In Rust Riddle" - The Daily Mirror, 9 April 1980 - this is the article that started the rust scandal. ^ See, for example, the picture at http://usuarios.lycos.es/tododelado7/update/image42.htm ^ 'Lancia Beta Collector's Guide', page 90 ^ "News: SEAT to build Lancias". Autocar : page 24. date 14 August 1976. ^ "Classic and Sports Car Magazine: Lancia Beta Photo Shoot - a set on Flickr" . Flickr.com. 2007-03-26 . http://www.flickr.com/photos/tonysphotos/sets/72157600031268483/ . Retrieved 2010-09-30 . [ edit ] External links BetaBoyz Lancia Beta Club (forum) Squadra Beta v • d • e Lancia 1907–1918: Alfa-12HP · Dialfa-18HP · Beta-15/20HP · Delta-20/30HP · Epsilon · Eta-30/50HP · Gamma-20HP · Theta-35HP · Zeta-12/15HP 1918–1945: Aprilia · Ardea · Artena · Astura · Augusta · Dilambda · Kappa · Dikappa · Lambda · Trikappa 1945–1980: Appia · Aurelia · Beta · D20 · D23/D24 · D25 · D50 · Flaminia · Flavia · 2000 · Fulvia · Gamma · Montecarlo · Stratos HF 1980–2009: Dedra · Delta · Delta S4 · Kappa · LC1 · LC2 · Lybra · Prisma · Thema · Trevi · Y10 · Ypsilon · Zeta · 037 (Group B) · Thesis 2010-2011 Lancia Stratos Current models: Ypsilon · Musa · Delta · Phedra Concept cars: Megagamma · Sibilo Vincenzo Lancia · Corporate website · A brand of the Fiat Group v • d • e « previous — Lancia Automobiles S.p.A. , a subsidiary of the Fiat S.p.A. since 1969, car timeline, 1940s–1980s — next » Type 1940s 1950s 1960s 1970s 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 Small family car … Ardea Appia Fulvia Large family car … Aprilia Flavia Beta Executive car Aurelia Flaminia 2000 Gamma Coupé Fulvia Coupé / Sport Beta Coupé / Spider / Montecarlo Aurelia Flaminia Gamma Coupé Sports car Stratos Racing car D20 D23 D24 D25 D50 Beta Montecarlo Turbo v • d • e « previous — Lancia Automobiles S.p.A. , a subsidiary of the Fiat S.p.A. since 1969, car timeline, 1980s–present Type 1980s 1990s 2000s 2010s 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 Supermini A112 * Y10 * Y Ypsilon Small family car Delta I Delta II Delta III Large family car Beta Prisma Dedra Lybra Beta Trevi Executive car Gamma Thema Kappa Thesis Mini MPV Musa Large MPV Zeta Phedra Racing car 037 Delta S4 Beta Montecarlo Turbo LC1 LC2 *Rebadged Autobianchi model || Lancia Beta-15/20HP From Wikipedia, the free encyclopedia Jump to: navigation , search Lancia Beta Manufacturer Lancia Also called Lancia Beta-15/20HP Production 1909 Predecessor Lancia Alfa Lancia Dialfa Successor Lancia Gamma-20HP Body style(s) Torpedo Layout FR layout Engine(s) 3118.81 cc straight-4 34 hp Transmission(s) 4-speed manual Wheelbase 293 cm (115.4 in) Curb weight 780 kg (1,720 lb) The Lancia 15/20HP (Type 54, Beta) replaced the earlier 12HP-Alfa and 18/24HP Dialfa models. Basically the car was modernized version of 12 HP, engine displacement was enlarged from 2.5 to 3.1 litres (from 28 hp to 34 hp) and wheelbase increased from 282 cm (111.0 in) to 293.2 cm (115.4 in). The 15/20HP was manufactured 150 examples and it was replaced with Gamma-20HP model (type 55) in 1910. [ edit ] References Lancia by Michael Frostick, 1976. ISBN 0-901564-22-2 This article about a brass-era automobile produced between 1905 and 1915 is a stub . You can help Wikipedia by expanding it . v • d • e v • d • e Lancia 1907–1918: Alfa-12HP · Dialfa-18HP · Beta-15/20HP · Delta-20/30HP · Epsilon · Eta-30/50HP · Gamma-20HP · Theta-35HP · Zeta-12/15HP 1918–1945: Aprilia · Ardea · Artena · Astura · Augusta · Dilambda · Kappa · Dikappa · Lambda · Trikappa 1945–1980: Appia · Aurelia · Beta · D20 · D23/D24 · D25 · D50 · Flaminia · Flavia · 2000 · Fulvia · Gamma · Montecarlo · Stratos HF 1980–2009: Dedra · Delta · Delta S4 · Kappa · LC1 · LC2 · Lybra · Prisma · Thema · Trevi · Y10 · Ypsilon · Zeta · 037 (Group B) · Thesis 2010-2011 Lancia Stratos Current models: Ypsilon · Musa · Delta · Phedra Concept cars: Megagamma · Sibilo Vincenzo Lancia · Corporate website · A brand of the Fiat Group v • d • e Lancia Automobiles S.p.A. , a subsidiary of the Fiat S.p.A. since 1969, car timeline, 1900s–1940s — next » Type 1900s 1910s 1920s 1930s 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 V4 Lambda Artena Aprilia Augusta Straight-4 Alfa-12hp Beta-15/20hp Epsilon Theta-35hp Dikappa Gamma-20hp Eta-30/50hp Kappa Delta-20/30hp Zeta-12/15hp Straight-6 Dialfa-18hp V8 Astura Trikappa Dilambda V12 12 cil V || Lancia Beta Forum http://lanciabeta.co.uk/ || LOGIN | REGISTER Unregistered Free Newsletter SEARCH HOME NEWS FEATURES CARS FOR SALE PRICE GUIDE BUYING GUIDE DIRECTORY DIARY WIN SHOP SUBSCRIBE Octane classic car specs SPECFINDER Model specs 1975-1982 LANCIA Beta Spider Production: 9390 Price at launch: £3128 Price (excellent): £5000 Price (good): £3200 Price (average): £1600 Price (project): £700 Performance 0-60mph: 9.5secs Top speed: 115mph Power: 119bhp Torque: 129lb/ft MPG: 25mpg Engine Configuration: in-line four Aspiration: normal Fuel: petrol Fuel delivery: carburettor Chassis Suspension Front: Independent, lower wide based wishbones, coil springs, anti-roll bar Suspension Rear: Independent, lower wishbones, coil springs, anti-roll bar acting as a longitudinal torque arm Drivetrain: front-engine FWD Steering: rack and pinion Bodyframe: metal monocoque Transmission: Five-speed manual Dimensions Length: 4040mm Wheelbase: 2350mm Width: 1646mm Height: 1250mm Weight: 1048kgs Overview In theory this is just a Beta Coupé with a clever roof, but this is Lancia so it’s more complicated than that. The Targa top with folding rear window section and different door window frames was designed by Pininfarina and built by Zagato, which was enough for the car to be badged Lancia Zagato in America. They also changed the tail-lights for units shared with the Bristol Beaufighter. Unusually it’s a four-seater convertible. Only sold with 1600 or 2000 engines, though there’s not that much difference in performance between them. ADVERTISEMENT Company Website | Media Information | Contact Us | Privacy Notice | Subs Info | Voucher Codes Our Other Websites: The First Post | Auto Express | Custom PC | Evo | IT Pro | IT Pro India | MacUser | Men's Fitness | Micro Mart | PC Pro | bit-tech | Know Your Mobile | Expert Reviews | Channel Pro | Know Your Cell | Know Your Mobile India | iGizmo | Digital SLR Photography | Den of Geek | The Week | Computer Shopper | Dennis Communications | Magazines | Mobile Phone Deals | Competitions | Health & Fitness | CarBuyer © 2010 Dennis Publishing Limited. 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