The barely pent-up aggression of the Lancia Rally 037, dispersing a rooster tail of gravel and mud en route to winning the WRC title. A Morgan Plus-4, the sports-car as quintessentially British as a summer’s afternoon spent watching the cricket. Plus the FSO Polonez, dutifully serving Poland with its no-nonsense utilitarian hatchbacks, pick-ups and ambulances for nearly a quarter of a century. What common theme unites this most eclectic range of vehicles?
At one time or another, the same engine has turned each of their widely varied wheels; the legendary Fiat twin-cam. Now widely referred to as the “Lampredi” twin-cam after its pioneering creator, this forward-thinking, revolutionary design drove (quite literally) Fiat’s considerable fortunes for over 30 years.
Before his name was synonymous with one of the most recognisable internal combustion engines ever built, Aurelio Lampredi was busy ticking off the big hitters of Italy’s automotive industry from his CV. Piaggio, Isotta Fraschini, Reggiane and, in 1946, he found himself at the then-fledgling Ferrari. He actually left shortly after, following some heated disagreements with a certain Giuseppe Busso. Once Busso had moved on to pastures new and started building his own piece of engineering mythology, Lampredi rejoined the ranks at Maranello. For eight years he was instrumental in Ferrari’s growing presence on the racetrack, crafting the big displacement, naturally aspirated V12 which replaced the “Colombo” and its problematic superchargers in the F1 cars. He also delivered inline-four-cylinder units for Enzo’s efforts in Formula 2 and a straight-six that saw action at Le Mans in the 735 LM. There was even a mad-capped scheme to build a robust two-cylinder; a prototype was developed but it never turned a wheel in anger.
In 1955, Il Commendatore snapped up an ailing Lancia and, along with it, the genius engineer Vittorio Jano. Lampredi was unceremoniously dropped, now surplus to requirements - although his engines would power road-going Ferraris for many more years to follow. For the rest of his working life, Aurelio served Fiat and lead their entire engine production throughout the height of their empire-building. He also stood as overall manager for the Abarth racing division from 1973 through to 1982, overseeing one of motorsport’s most dominating epochs. Almost certainly his greatest legacy, however, was the twin-cam engine as first seen in 1966 in the Fiat 124 Sport Coupé and Spider.
Building upon his OHV unit found in the 124 saloons, Lampredi introduced the game-changing idea of fitting the shims on top of the tappets. This meant that to adjust the valve clearances, you no longer had to remove the camshafts as per the twin-cams of Alfa Romeo or, for that matter, any other manufacturer of the time.
Much more than just a soulless technological development, though, the twin-cam as authored by Lampredi also delivered a new level of performance and refinement for drivers. Initially offered in 1438cc form, its long stroke compared to the bore diameter (71.5mm and 80mm, respectively) delivered rapid combustion times, increased torque and a more than respectable 96hp. In fact, comparing it to other engines of the era, the Fiat twin-cam was on a par with a Porsche 911T in terms of its power-to-litre ratio. Not bad for a humble little four-pot that also powered more pedestrian family fare such as the Fiat 125.
A larger 1608cc version soon appeared, although thanks to Italian tax laws this had to go on a diet down to 1592cc in 1973 before settling on the more commonly seen 1585cc. The 131 Supermirafiori added a 1.4 (1,367cc) to the range and shared the baby of the Lampredi twin-cam range, a revvy 1.3 (1,297cc or 1,301cc), with the Lancia Beta. Two more leaps in displacement were made, first to 1756cc and then onto the largest at 1995cc.
As the front-wheel-drive era approached in the late 1980s, this design was already two-decades old but still had plenty to offer. The exhaust and inlet valves on the heads were swapped around, meaning the Lampredi could go on powering Italian cars for a new generation. Well into the 1990s it was still garnering glowing reviews and accelerated into the 16v period (or should that be “sedicivalvole”?) powering a series of blistering hot-hatches, performance saloons and elegant coupes. Think of any great Fiat or Lancia from the past 30 years and at its heart is, more than likely, a twin-cam lump. Even the odd Alfa, like the integrale-inspired 155 Q4 can thank a certain Sr Lampredi for a large proportion of its appeal.
And what about its racing heritage? As well as its frequently documented dominance in rallying, a turbo-charged twin-cam also powered the Grp5 Lancia Beta Montecarlo to two consecutive World Sportscar Championships in 1980 and 1981. But it was in the demanding world of the WRC that its resilient, versatile design most stood out. No other engine in the history of the sport can boast as many World Championships.
In the fifteen years between 1977 and 1992, the Lampredi twin-cam engine powered ten of the WRC championship winners. The brute force of the Fiat 131 Abarth took home the titles in 1977, 1978 and 1980. In 1983 it was the turn of the Lancia Rally 037 with its mid-engined, rear-wheel-drive and (in its Group B form) a 2.1-litre, supercharged, 320bhp monster of an engine. Then, of course, came the unstoppable Lancia Delta. Wearing its HF 4WD, HF integrale and HF integrale 16v badges this unassuming little hatchback essentially decimated the competition, winning six consecutive WRC championships between 1987 and 1992. It was, and still is, unprecedented.
Sadly, the great man himself saw only two of the domineering Delta’s victories in person, passing away in 1989. His beloved twin-cam engine, however, outlived its creator by a clear 11 years, ending production in 2000 with the 1.6-litre in the Fiat Bravo and Brava. It might not have been the most glamorous of swansongs, but it also stands as the perfect testament to this simple engine’s true achievements.
Just as well suited nipping to the shops and back in a bread-and-butter, inexpensive family car as it was leaving all challengers in its rip-roaring wake on a Corsican mountain pass, the Lampredi twin-cam’s story is (unfortunately for us driving enthusiasts) one unlikely to ever be replicated again.