Lot details
Registration No: 5 LME
Chassis No: B20-3857
Mot Expiry: Nov 2009

Although father and son Vincenzo and Gianni Lancia shared a passion for technical innovation and engineering integrity, they differed in their attitudes towards motorsport. Despite being a former FIAT Works driver Vincenzo refused to enter his own company's products into competition, whereas Gianni saw it as an ideal way of showcasing them. Appointed general manager in 1948 the younger Lancia gave the head of his experimental department, Vittorio Jano, almost free rein to create a 'cutting edge' design. Unsurprisingly given the legendary Jano's Grand Prix engineering background, the resultant Aurelia boasted a mechanical specification that belied its demure looks. Based around a four-door pillarless monocoque, the newcomer was equipped with all-round independent suspension (Lancia's trademark sliding pillar front / semi-trailing arm rear), worm and sector steering and four-wheel drum brakes. Debuting at the March 1950 Turin Salon in B10 saloon guise, the Aurelia was the world's first production car to (a) make use of radial tyres and (b) feature a V6 engine. Commendably light thanks to its alloy cylinder block and heads, the novel powerplant was the work of Francesco de Virgilio and Ettore Zaccone-Mina. Initially displacing 1754cc, its optimal 60-degree Vee angle was complimented by compact pushrod-operated overhead valvegear and full pressure lubrication. For enhanced weight distribution, the model employed a sophisticated transaxle which not only played host to the four-speed transmission, clutch and differential but also acted as a mounting point for the inboard rear brakes. The Aurelia's advanced chassis had obvious competition potential, a point not lost on either Gianni Lancia or Vittorio Jano, and plans for a more sporting variant were brought forward.

Launched at the April 1951 Turin Salon and boosted by Ippocampo's recent class win on the Giro di Sicilia aboard a semi-Works B21 saloon, the B20 Gran Turismo was a revelation. Styled by Ghia's Boano (though, Pinin Farina assumed responsibility for production after the first ninety-eight cars), the super-sleek fastback coupe was lower, lighter and stiffer than its four-door siblings. Sitting on a twenty centimetre shorter wheelbase, the B20 was powered by the same enlarged 2-litre V6 as the B21 (albeit with a few tuning modifications). Further benefiting from stiffer suspension and bigger brakes, the Gran Turismo handled so well that it put many out-and-out sportscars to shame. Meticulously prepared but to standard specification (80bhp, 100mph), four Works B20 GTs were among the 322 cars to line up for the 1951 Mille Miglia. Flagged off from Brescia at 3:20am on Sunday 29th April, the Lancia pairing of Giovanni Bracco and Umberto Maglioli were met with torrential rain. Making the most of the appalling conditions, they soon left their 2-litre class opposition behind and started to move in on the 'big boys'. Learning that they were among the first six cars to reach Rome, Bracco / Maglioli attacked the mountains with gusto taking five minutes out of Luigi Villoresi / Piero Cassani's leading Ferrari 340 America on the penultimate Appenine leg alone. Thwarted by the fast, straight roads that predominated after Bologna, the B20 GT finished an incredible second overall (less than twenty minutes behind the 340 America after some thirteen hours racing).

The magnitude of the Aurelia's achievement was put into context by an Italian journalist who wrote: "Bracco and the Lancia have taught us a lesson. They have shown that the ordinary motor car, the Grand Tourer, can reach exceptional standards of performance without recourse to the experience gained in out-and-out racing. The considerable difference in speed between Villoresi's Ferrari and Bracco's Aurelia GT must be the most significant comment to be made on this latest Mille Miglia. The Lancia's final average was less than 50kph below its maximum speed while that of the Ferrari was 140kph less than the top speed of which it was capable". Indeed during its first two seasons the B20 GT secured another class win on the Mille Miglia plus further class victories at the Le Mans 24-hours (1951, 1952), Coppa d'Oro delle Dolomiti (1951, 1952), Pescara 6-hours (1951), Carrera Panamericana (1952) and Targa Florio (1952) to name but a few. From 1953 onwards Gianni Lancia and Vittorio Jano concentrated their competitive energies on the D20/23/24/25 sports racers and D50 Grand Prix car programme etc. Evolved through six series, the B20 GT became progressively more refined gaining a larger 2.5 litre V6 engine (3rd series), stronger De Dion tube rear suspension (4th series), tougher split-case transaxle (5th series) and plusher interior (6th series) etc. Introduced in 1957, the B20 GT 6th Series had some 112bhp on tap and was capable of over 110mph. Commenting on the last of the line Aurelia Gran Turismo in his book 'Lancia, The Shield and The Flag', Nigel Trow notes that: "It was a fine machine, but no longer a sports car. Or rather it was a sports car that had matured and for sheer quality of execution the late series Aurelia B20s have seldom been bettered. Together the 5th and 6th series of 1956-8 had qualities of finish and mechanical excellence that were the equal of any motor car anywhere". Little wonder then that the B20 GT was the road car of choice for drivers such as Juan Manuel Fangio, Mike Hawthorn and Jean Behra.

Finished in metallic silver-grey with blue leather / grey cloth upholstery, this particular right-hand drive example is described by the vendor as "a very fine 6th series car". Notable as one of just twenty-five B20 Gran Turismos to have been sold new by Lancia Motors (England) during the model's seven-year production run, chassis number 'B20-3857' also served as the UK subsidiary's Works Demonstrator and Press Car. Sadly no amount of promotional activity could compensate for a list price which exceeded that of the contemporary Aston Martin DB Mark III by almost £300 (£3,346 vs. £3,076). Appropriately road registered as '5 LME' (Lancia Motors England), the Aurelia was the subject of a four-page road test article by The Autocar magazine. Published on 8th November 1957, the piece concluded with the following paragraph: "Exceptionally invigorating to drive when in a hurry, the Lancia GT 2500 is yet surprisingly well behaved in the contrasting role of docile town carriage. In appearance it is classically stylish without need for ornament, and the general standard of finish is almost beyond criticism; without doubt it is one of the most desirable sporting cars of the decade". Returning to Italy in 1992 '5 LME' was then treated to a ten-year long restoration during which we are informed "great care was taken to retain originality with the correct materials being used and items being repaired rather than replaced wherever possible". Repainted and retrimmed according to its factory livery, the stunning coupe has the further advantages of a Nardi floor shift and steering wheel (desirable dealer options when new). After a long period of dry storage, '5 LME' was recently recommissioned by a marque specialist at a cost in excess of £5,000. Riding on correct-type steel wheels, the B20 GT is consequently said to "drive (and stop) as well as it looks".

Potentially eligible for the Mille Miglia Storica or a Concours d'Elegance field among numerous other prestigious events, this nicely presented not to mention very rare UK-supplied B20 GT is offered for sale with two binders of documented history which include the original buff logbook, FIVA Passport, 1957 Autocar Road Test, restoration photographs, copy handbooks (English & Italian), ownership history and sundry invoices.