The Lancia Fulvia (Tipo 818) is an automobile produced by Lancia between 1963 and 1976. Named after Via Fulvia, the Roman road leading from Tortona to Turin, it was introduced at the Geneva Motor Show in 1963 and manufactured in three variants: Berlina 4-door saloon, 2-door Coupé, and Sport, an alternative fastback coupé designed and built by Zagato on the Coupé floorpan.

Fulvias are noted for their role in motorsport history, including a 1972 win of the International Rally Championship. Road & Track described the Fulvia as "a precision motorcar, an engineering tour de force".

The Fulvia Berlina was designed by Antonio Fessia, to replace the Lancia Appia with which it shared almost no components. The Appia was a rear wheel drive car, however, while the Fulvia moved to front wheel drive like the Flavia.

The Fulvia's narrow-angle DOHC Lancia V4 engine was mounted well forward at a 45° angle. Displacement started out at just 1091 cc and had a maximum of 71 hp.

In 1967 a new 1298 cc engine was produced in two versions; the type 818.302 produced 87 bhp and was fitted to first series Coupés, Sports and Berlina GTE and later to the second Series Berlina. The Type 818.303 was first produced with 92 CV  and was fitted to the first series Coupé Rallye S and Sport S.

The engine was completely reworked for the new 1.6 HF with a displacement of 1584 cc, and power ranged from 113 to 130 hp depending on tune.

The Fulvia Coupé was a compact two-door, three-box coupé introduced in 1965. Like the saloon it was designed in-house by Piero Castagnero, using wheelbase 150 mm shorter than its sedan counterpart. As the last Fulvia model to be discontinued, the coupe was ultimately replaced in 1977 by a 1.3-litre version of the Beta Coupé.

Lancia traditionally used the design house Pininfarina and had not used Bertone before. Bertone desired to create an opportunity for a relationship with Lancia and knew that Lancia was looking for a replacement for the aging Fulvia for use in rally sports. Bertone decided to design an eye-catching model to show to Lancia. Bertone used the running gear of a Fulvia Coupé which belonged to one of his friends and built a running model around it. When Bertone himself appeared at the Lancia factory gates with the Stratos Zero he passed underneath the barrier, to great applause from the Lancia workers. After that Lancia and Bertone agreed to develop a new rally car based on the ideas of Bertone's designer Marcello Gandini. Gandini had already designed the Lamborghini Miura and was working on the Countach at the time.

The Lancia Stratos Zero (or 0) preceded the Lancia Stratos HF prototype by 12 months and was first shown to the public at the Turin Motor Show in 1970. 

The prototype had three different engines in its early development life: the Lancia Fulvia engine, the Lancia Beta engine and finally, for the 1971 public launch, the mid-mounted Dino Ferrari V6 producing 190 hp in road trim. 

The car's body is wedge-shaped and finished in distinctive orange. It is unusually short in length (3.58 m) and height (84 cm), and it shares little with the production version. 

The Lancia Stratos HF Zero was exhibited in Bertone's museum for many years. In 2011, it was sold during an auction in Italy for €761,600.

The Lancia Stratos HF (Tipo 829), widely and more simply known as Lancia Stratos, is a rear mid-engined sports car designed for rally racing, made by Italian car manufacturer Lancia. The HF stands for High Fidelity. It was a very successful rally car, winning the World Rally Championship in 1974, 1975 and 1976; and race car winning 1974 Targa Florio, five times the Tour de France Automobile and three editions of Giro d'Italia automobilistico.

The final car had one-piece front and rear bonnets, completely removable to facilitate service on the car in the service parks. The format of the panoramic windscreen was designed to offer the best possible forward visibility to the driver, in order to make it easier to position the car in the narrow sections of the rallies.

The bodies were made by Bertone in Grugliasco, and then sent to Lancia's Turin facility for assembly. The car had a steel monocoque with additional structures at both ends in tubular form to support the suspension. The body was made of fiberglass.

The Ferrari 2.4-litre V6 engine was in a central rear transverse position, mated to a five-speed gearbox. It offered 190 horsepower in its street specification, and was capable of powering this little Italian (3,708×1,750×1,110 millimeters long by width by height) of only 980 kilograms.

With these specifications the car achieved a 0 to 100 km/h in less than 5 seconds with a top speed of 233 km/h.

The Stratos was a successful rally car during the 1970s and early 1980s. It started a new era in rallying as it was the first car designed from scratch for this kind of competition.

Production of the 500 cars required for homologation in Group 4 commenced in 1973 and the Stratos was homologated for the 1974 World Rally Championship season. The Ferrari Dino V6 engine was phased out in 1974, but 500 engines - among the last examples built - were delivered to Lancia. Production ended in 1975, when it was thought that only 492 were made (for the 1976 season, the Group 4 production requirement was reduced to 400 in 24 months). The manufacturer of the car was Bertone in Turin, with final assembly by Lancia at the Chivasso plant.

Powered by the Dino 2.4 L V6 engine that was also fitted to the rallying versions, but in a lower state of tune, it resulted in a power output of 190 PS, giving the road car a 0–100 km/h time of 6.8 seconds, and a top speed of 232 km/h. The car was sold as the Lancia Stratos HF Stradale.

The car won the 1974, 1975 and 1976 championship titles in the hands of Sandro Munari and Björn Waldegård, and might have gone on to win more had not internal politics within the Fiat group placed rallying responsibility on the Fiat 131 Abarths. As well as victories on the 1975, 1976 and 1977 Monte Carlo Rally, all courtesy of Munari, the Stratos won the event with the private Chardonnet Team as late as 1979.

Without support from Fiat, and despite new regulations that restricted engine power, the car would remain a serious competitor until its last victory in 1981.

The Lancia Beta (Type 828) 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.

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), had used 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 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.

The front-wheel-drive models were available in a number of engine capacities ranging from 1.3 L to 2.0 L. Breathing was provided by a single Weber carburettor until fuel injection was introduced on late two litre HPE and Coupe models.

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 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.

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 also styled in house at Lancia by Castagno's team, with Castagnero as styling consultant. 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 Lancia HPE (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 cars in the Beta range the HPE was discontinued in 1984.

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. Number built: 9390.

In the early 1980s Lancia also produced a small number of Lancia Spider Volumex (supercharged) cars. This was the last Lancia to be offered in the United States, being the company's sole offering in 1982, their last year in the country.

The Lancia LC1 was a sports car run by Lancia under the Group 6 regulations in the World Endurance Championship and 24 Hours of Le Mans from 1982 to 1983. The car was built as an attempt by Lancia to move up from production-based competition with the Lancia Beta Montecarlo Turbo in Group 5.

The LC1 featured a chassis built by Dallara with an open cockpit, while the engine would be a 1425 cc straight-4 Lancia unit with a single turbocharger, as had been used in the previous Montecarlos. Martini Racing would run the program, with all cars running the Martini & Rossi colors.

However, the car's life was short due to rule changes enacted prior to the LC1's competition debut in 1982. Organisers had decided that Group 6 was to be phased out in place of the new Group C. In order to push manufacturers towards Group C, cars competing in other classes would not be allowed to earn points in the Manufacturers Championship, but would still be eligible in the Drivers Championship. To Lancia's advantage, Group 6 cars were not required to meet the fuel economy standards that Group C cars used, allowing the team to run flat-out throughout a race and compete for overall victories. The LC1s were therefore able to fight for overall race wins, earning three in the 1982 season. The quick pace of the car also earned it three pole positions. Lancia driver Riccardo Patrese was in contention for the Drivers Championship into the final round, but ended the year eight points behind Porsche's Jacky Ickx.

With the LC1 already restricted the project was quickly abandoned in 1983, with Lancia building an all-new car to Group C regulations known as the LC2. The LC1s still saw some competition in 1983, as Italian squad Sivama Motor modified a pair of LC1s to include a closed cockpit and meet Group C regulations. These cars saw mixed results before they too were abandoned at the end of the 1983 season.

First shown at the Turin Auto Show in 1986, the Lancia Thema 8·32 ("8" standing for the number of cylinders and "32" for the number of valves)  used a 2,927 cc, Tipo F105L, Ferrari V8. This engine was based on the unit used in the Ferrari 308 and in the Ferrari Mondial Quattrovalvole, and some of the componentry was assembled by Ducati from castings made at Maranello. The engine produced 215 PS at 6,750 rpm, and the car was capable of 0–100 km/h in 6.8 seconds and a top speed of 240 km/h .

Enzo Ferrari owned an 8.32 as his personal transport.

This version of the Thema was produced in limited numbers, with 2370 Series 1 built between 1986 and 1988 and 1601 Series 2 built between 1989 and 1992.

The car offered a handmade wood-and-Alcantara (or optional Poltrona Frau leather) interior, and was complete with similar luxury equipment as LX versions of the Thema. Stitched leather covered the entire dashboard, the steering wheel (including centre), gear and handbrake levers and booths, centre console, door panels and sun visors, while the headlining was Alcantara.

Thema 8·32 buyers could choose from five paint colours, all metallics: Blizzard Blue, Winner Red, Quartz Grey, Reflex Green and Black. A double hand-painted pinstripe (the upper matched to body colour, the lower yellow) ran along the sides and the rear of the car. Besides the paint scheme, retractable spoiler and wheels, the only exterior details setting the 8·32 apart from other Themas were yellow "8·32" badges, a silver eggcrate-type grille, and twin exhaust outlets. Some notable options were automatic climate control, electrically actuated sunroof, provision for a car phone in the front armrest, and rear individual power seats.

In 1988 the 8·32 received series 2 updates like other Themas, including new lights front and rear, a smaller grille badge, removal of model badging at the rear and on the side skirts, and the new side rubbing strips (previously absent on this model). There were no third series 8·32s. This version of the Thema was produced in limited numbers, with 2370 Series 1 built between 1986 and 1988 and 1601 Series 2 built between 1989 and 1992. All were left-hand drive.

The Lancia Delta HF Integrale dominated the scene of the World Rally Championship, continuing without interruption the string of successes begun in 1987 by the Lancia Delta HF 4WD . The drivers' and constructors' world titles won in 1987 are joined by another 5 consecutive Constructors' World Rally Championships (from 1988 to 1992) and 3 Drivers' Rally World Championships among which the two laurels of Miki Biasion stand out, first Italian, and at the moment unique, capable of winning the coveted world title reserved for conductors. 

Only in 1990 and 1992 was the Drivers' Championship not the prerogative of a Lancia driver: on both occasions it was won by the Spaniard Carlos Sainz.

The four evolutions of the Delta won 46 world championship events between them, and their run of six successive manufacturers' championships remains a world record.

At the end of the 1993, after a few podium finishes, Lancia Delta's career in the world rally championship came to an end.