Still the 'Intelligent Alternative' - 1975-1982 Lancia Beta
1975-1982 Lancia Beta
09/24/2018
Lancia was facing enormous challenges when its engineers began work on a replacement for the long-in-the-tooth Flavia series in the first days of 1970. This would be the first new Lancia since the financially ailing company's takeover by Fiat three months earlier, and would have to be ready for its unveiling in just three years. With time and money in short supply, could the company come up with a medium-sized sedan that would live up to Lancia's reputation for style and sophistication?
The Lancisti fretted that the new car would be a Fiat in all but name, especially when they discovered that it would have a Fiat twin-cam four under the hood. But the car that ex-Fiat engineer Sergio Camuffo and his team created lived up to its pedigree; in fact, at least one influential British critic called it the best Lancia ever built. It was the vehicle by which Lancia reintroduced itself to the U.S. market, too, and the last new Lancia sold on our shores as well. In a nod to tradition, it was named the Beta.
They're certainly not a common sight on our roads today, but Betas represent a highly practical choice for today's collector. A vibrant club scene and a number of parts suppliers and specialists are there to support the owner, while the variety of variants offered for sale in the U.S.--Sedan, Coupe, Zagato and HPE--means there's a body style for just about everyone, and at affordable prices, too. (The Beta family also includes the mid-engined Montecarlo, sold over here as the Scorpion, but that car is sufficiently different to demand a buyer's guide of its own. Our West Coast editor, Jeff Koch, looked into the Zagato in detail in HS&EC #51, November 2009.)
Betas were produced from 1974 until 1984, in a huge variety of specification. Models were facelifted, and then facelifted again; a variety of engines were offered, including two different 1.6-liter fours, and no fewer than three 1.3-liters. Things are much simpler, though, from a North American perspective; Betas were sold in the U.S. from 1975 until Lancia's withdrawal in 1982, and were offered with one of just three engines: a carbureted 1.8-liter four, a carbureted 2-liter four or a fuel-injected 2-liter four.
Before we dive into the various models, a word about that engine. It was derived from the relatively new Aurelio Lampredi-designed Fiat twin-cam, which at that point was one of the world's most advanced four-cylinder production engines. Its aluminum cylinder head, with hemispherical combustion chambers, was modified by Lancia, and it helped the engine outpunch its Fiat counterpart. Like the Fulvia and Flavia before it, the Beta featured front-wheel drive; the engine was mounted transversely, and tilted back by 20 degrees to allow for a better center of gravity and a lower hood.
The Beta berlina, or sedan, was introduced at the 1972 Turin show in three flavors: The 1400 (with a 1,438cc four), the 1600 (1,592cc) and the 1800 (1,756cc). Built on a 100-inch wheelbase, the new car was acclaimed for its four-wheel disc-brake setup, its fully independent suspension, its rack-and-pinion steering and its high level of equipment, all of which contributed to its claims to sporting luxury. The styling, a five-passenger four-door that looked like a hatchback but wasn't, was done in the Fiat studios by Mario Boano, whose previous credits included the Fiat 850 Coupe and the 124 Coupe.
A Coupe version was shown at Frankfurt in September 1973, but its sale was delayed by the global oil crisis until March 1974. Styled in the Lancia studios by Aldo Castagno, the head of design, and Pietro Castagnero, its 92.6-inch wheelbase made it more of a two-plus-two than a true four-seater. It was offered in 1600 and 1800 form, with the engine's compression ratio raised from the sedan's 8.9:1 to 9.8:1, giving 108hp and 120hp, respectively. It shared no sheetmetal with the berlina.
The 1974 Geneva Motor Show saw the introduction of a convertible based on the Coupe, called the Spider. It shared the Coupe's 92.6-inch wheelbase and its engine options. Though construction of the bodies was carried out by Zagato in its factory near Milan, the styling was by Pininfarina, with a built-in roll bar, a lift-out targa panel over the front seats and a folding cloth roof over the rear seats. Mechanically identical to the Coupe, it was initially produced in 1600 and 1800 form.
A fourth version arrived in March of 1975, with the HPE, which stood for High Performance Estate. The first station wagon ever produced by Lancia, the HPE was meant for the sporting driver who wanted the ability to carry around 10.6 cubic feet of cargo behind the seats. Also styled by Castagno and Castagnero in the Lancia studios, it shared the berlina's floorpan and the Coupe's nose, and, at its introduction, was offered in 1600 and 1800 forms, its engines built to the same specification as the berlina's. Its final drive gearing was lower, giving it performance somewhere between the berlina and the Coupe.
The Beta's American story began in May 1975, when Lancia waded back into the U.S. market after an eight-year absence. The initial offerings were the berlina, marketed here as the Sedan, and the Coupe. Rather than the choice of five engines offered in the European market, both cars were equipped with the same powerplant, a desmogged, low-compression 1,756cc four that made 86 horsepower. (California, with stricter regulations, would not certify the cars until 1976.) The Beta was fully federalized, with added side marker lights and beefy, 5-MPH bumpers that contributed to a curb weight of 2,705 pounds for the Coupe, a gain of nearly 300 pounds over the European version.
ENGINE
The combination of reduced power and added weight sapped performance; still, even though the U.S. model's 0-60 time of 13.6 seconds was three seconds slower than its European counterpart, the Beta was considered a good performer. Typical of the U.S. reaction to the car was this, from the November 1975 issue of Road & Track: "The performance is brisk, the road-holding and braking are excellent, the interior comfort is above average and the styling, though not dashing, is certainly pleasing." As John Bower writes on the Lancia Beta Forum, "despite its unique chassis, suspension, interior and bodywork, for some the Beta could never be a true Lancia, but was rather a Fiat. However, those who doubt the Beta's Lancia credentials really need to drive a good example for themselves and ideally compare with the competition of the day."
The cars had barely gone on sale here when the second series of the Coupe was introduced. Like the European cars, it featured a revised dashboard and a new grille, with five bright horizontal bars running across the bottom; still, it continued with the same 1,756cc four. (The second-series Sedan, by the way, would not come stateside until 1978.) Joining the field in 1976 was the second-series HPE, offered with the same 1,756cc engine of the Coupe and Sedan.
The Sedan and the HPE left our shores after 1979, but the Coupe carried on. It was joined by the Spider, badged for American consumption as the Zagato. By that time, the automaker had managed to get a version of its Weber-carbureted, 1,995cc four certified for sale in the U.S. Rated at 87 horsepower, the new engine went into all of the Sedans, Coupes and Zagatos sold here. The other news for 1979 was the availability of a three-speed automatic transmission, which had been developed by AP, and built by Lancia. Lancia went on hiatus from the U.S. market for 1980, but returned a year later with Bosch L-Jetronic fuel injection on the 1,995cc four, producing 108 horsepower in federal trim. By then, the Beta name had been dropped. These cars, badged Injection in the U.S., and 2000IE elsewhere, were sold in our market until 1982, when Lancia again withdrew--so far, for good.
Our feature car, one of fewer than 4,000 first-series Coupes sold in the U.S. for 1975, is owned by Charley Jeffries of Weatherly, Pennsylvania. It's an all-original car in amazingly well preserved condition, with just 43,000 miles on the odometer.
"It's a wonderful car to drive," Charley reports. He says it makes easy work of long distances, even returning an amazing 34 miles per gallon at a steady 75 miles per hour on the highway, but it's also fully capable of keeping up with a souped-up Fiat 124 Spider on a winding road. "I've owned a variety of cars over the years, and I would say that it's as much fun, if not more fun, than the X1/9 I owned," he said. "And listening to the engine is great."
SPECIFICATIONS
Engine -- DOHC inline-four, cast-iron block and alloy head; 1,756cc/1,995cc (107.1 cu.in./121.7 cu.in.)
Horsepower -- 86 @ 6,200 RPM/87 @5,400 (2000 Injection 108 @5,500 RPM)
Torque -- 90-lbs.ft. @2,800 RPM/105-lbs.ft. @2,900 RPM (2000 Injection 114-lbs. ft. @ 2,500 RPM)
Induction system -- Single Weber two-barrel carburetor; Bosch L-Jetronic fuel injection
Gearbox -- Five-speed manual, fully synchronized; three-speed automatic
0-60 MPH -- 11.5 seconds
Top speed -- 103 MPH
Length -- 167 inches
Width -- 65.0 inches
Height -- 50.6 inches
Wheelbase -- 92.6 inches
Curb weight -- 2,470 pounds
(Weight and dimensions are for the U.S.-spec Beta Coupe)
PRODUCTION
U.S. SALES*
Sedan
1800, 1975-78 -- 1,514
2000, 1978-79 -- 310
Coupe
1800, 1st Series, 1975 -- 3,722
1800, 2nd series, 1975-78 -- 4,290
2000, 1979-82 -- 2,456
Zagato
1800, 1976-78 -- 4**
2000, 1978-82 -- 2,076
HPE
1800, 1976-78 -- 1,438
2000, 1978-79 -- 152
*Total worldwide production of Beta berlinas/Sedans, Coupes, Spiders/Zagatos and HPEs between 1974 and 1984 was 387,911.
**These are believed to have been development cars.
Body
Thanks to sparing use of paint, the sparse rustproofing and the use of steel of questionable quality, unit-body Betas were once known for their penchant for dissolving. In England, the car became the punch line to a joke, thanks to the tendency of the attachment points for the front subframe to disappear.
It's pretty safe to assume that the most rust-prone examples have long since gone to the crusher, but it's still important to check all the usual places for corrosion: Floors, door bottoms, strut towers, inner front fenders, rear wheel arches and A-pillars are especially susceptible.
Some patch panels are available for various models; though NOS doors, hoods and such occasionally pop up for sale, a hunt for a good, used panel is probably the easier path.
Trim and badges can be hard to find.
Interior
Lancia used different types of interiors on the Betas over the years, but they all have one thing in common: No one is reproducing them today. Seat upholstery was generally quite durable, but it's nearly impossible to locate. On Zagatos, exposure to water can shrink the leather, pulling out the stitching and exposing the underlying foam.
Check the interior thoroughly, to make sure that nothing is missing or broken; this includes all of the switchgear, and the latch for the glove compartment door. Few interior parts are available.
Whether manual or power, window regulators use a cable and worm gear, which can wear out. A step-by-step repair guide is available at the Lancia Beta Forum.
Engine
The Fiat twin-cam is a hardy beast, and because it's so common, there's an abundant supply of parts. Jerry Lee Phillips, the head of Vick AutoSports and a Beta Coupe owner, points out that the block from a Fiat can be adapted for use in the Beta by adding a one-inch spacer to one of the engine mounting points. Owners have found that the cars will run happily on unleaded, with no signs of valve recession.
The camshafts are driven by a belt, which must be changed every three years or 30,000 miles; if it breaks with the engine running, the pistons and valves will collide--and the repair bill won't be pretty.
The same performance upgrades used on Fiats apply here. The one catch is with carburetors; aftermarket manifolds must be designed to work with the 20-degree tilt of the engine.
Transmission
If you think you've found a rare Beta with a four-speed manual, think again: All were five-speeds. Disintegrated shift rod linkage bushings can lead to bad shifting; fortunately, a kit with replacement bushings made of better-than-original Delrin plastic is available from www.fiatlancia.us. It's usual that first and second will be hard to select when the gearbox is cold, though if there's crunching, the synchros have probably had it. A stiff clutch pedal can be addressed by replacing the cable.
Clutch discs, pressure plates and throw-out bearings are all available, and are shared with various Fiat models. Clutch judder might point to worn engine mounts.
Automatic transmissions are rare, which is just as well--they blunt the car's performance, and can be trouble-prone. The recommended cure for a sick automatic is replacement with a five-speed.
Brakes and Suspension
Suspension and steering problems with Betas are nothing to be shrugged off. Diagnose wandering steering or a wallowy ride before making an offer on a car; many steering and suspension parts are nearly impossible to find. Early Betas used struts with shock inserts, while later cars had sealed units; both are hard to find. Some suspension bushings are being reproduced by Betaboyz in the U.K.
The Beta was the first Lancia with rack-and-pinion steering, and it's a durable design. The major problem is with rubber seals that split because of their nearness to the exhaust pipe. Power steering was offered, and the racks can often develop leaks. Overly heavy steering could be a sign of worn balljoints.
Betas have four-wheel disc brakes; caliper rebuild kits and reproduction discs and pads are available.
PRICE GUIDE
PARTS PRICES
Accelerator cable -- $20
Brake caliper seal kit, front -- $17
Brake rotor, front -- $45
Catalytic converter -- $215
Clutch cable -- $15
Clutch disc -- $57
Constant velocity joint, outer -- $87
Dashboard cap (1979-'82) -- $93
Grille emblem -- $40
Heater valve -- $35
Head gasket set (1979) -- $48
Parking brake cable -- $25
Pressure plate -- $72
Radiator, remanufactured -- $300
Rocker panel, outer (Coupe/HPE) -- $105
Shift bushing kit -- $99
Speedometer, NOS -- $15
Starter motor, remanufactured -- $65
Taillamp lens, NOS -- $15
Timing belt -- $17
Recent Ads
1981 Lancia Zagato: This car has been completely gone through in the past year, including new paint mixed to Lancia specs. Runs, drives, and looks great. There is no rust at all. Only driven on nice days. Car has 84,000 miles on it. Both tops in good condition. The sale also includes a parts car that is complete which also runs and drives. Looking for $10,000. (Via www.Viva-Lancia.com)
1975 Lancia Beta Coupe: Excellent restoration project. Original owner, 25,000 miles. Never hit, stored indoors since 1977. All following parts never used: Dual 42DCNFs, Alqualti intake manifold, Alqualti cams, machined aluminum pulleys, Alqualti big valve head, and copper head gasket. Bored, balanced, and O-ringed block with forged pistons. Ansa wrapped headers and exhaust. Koni shocks. Momo wheel. Front spoiler. Red leather is in excellent shape. Headliner has some holes from mice. Mostly rust-free but one very bad spot by windshield. $4,000. (Via American Lancia Club)
Viewpoint
Charley Jeffries was 11 or 12 years old when he became hooked on European sports cars, and Italian cars in particular, from watching the SCCA hillclimb in his hometown of Weatherly, Pennsylvania. In 1975, when he was about to enroll in an auto mechanics course at Williamsport Area Community College, he test-drove the new Beta Coupe. "I was in love with it, but it was way beyond my means," he says. He bought a Fiat X1/9 instead.
Eight years ago, Charley spotted this Beta Coupe for sale; owned by a collector, it had been in storage for 12 years. With the encouragement of his son Kent, he bought the car. "It's always a pleasure to drive...this car does everything," he says. He uses the car regularly; its furthest trip has been a 1,200-mile round-tripper to North Carolina for a Fiat Lancia Unlimited gathering. He reports that forgiving handling is one of the car's most outstanding features.
Charley cautions that Beta ownership isn't for the timid, and that spectators at car shows will want to talk. Do they recognize the car? "It depends on what kind of show you go to," he says. "Sometimes, it's, 'What kind of Vega is that?' I tell them, 'This is a Lancia,' and they say, 'Really? Who makes that?'"
SPECIALISTS
Betaboyz
7 Hillside
Chard, Somerset TA20 1JF
United Kingdom
01460 63921
www.lanciabetaparts.co.uk
C. Obert & Co.
2131 D Delaware Avenue
Santa Cruz, California 95060
831-423-0218
www.fiatplus.com
Classic Ricambi
7800 Wilkinson Boulevard #A87
Charlotte, North Carolina 28214
www.classicricambi.com
International Auto Parts
P.O. Box 9036
Charlottesville, Virginia 22906
800-953-0813
www.international-auto.com
Midwest Bayless Italian Auto
1333 Kingry Street
Columbus, Ohio 43211
800-241-1446
www.midwest-bayless.com
Vick AutoSports
5200 Vesta Farley Road
Fort Worth, Texas 76119
800-466-3428
www.vickauto.com
CLUB CORNER
Fiat Lancia Unlimited
P.O. Box 563
Coldwater, Michigan 49036
www.flu.org
fluforum.italiancarclub.com
Dues: $35; Membership: 1,000
American Lancia Club
c/o Neil Pering
27744 Via Ventana
Los Altos Hills, California 94022
www.americanlanciaclub.org
Dues: $45; Membership: 250
The Lancia Beta Forum
www.betaboyz.co.uk/forum/
Lancisti Community
www.lancisti.net
I turned 18 in late 1977. Ordinarily it would have been just another birthday, especially considering I had my driver’s license less than a year, but it was significant in that I was hired as a valet parking attendant at The Manor, a well-known fine dining restaurant and caterer - that doubled as a very popular wedding venue - located in West Orange, New Jersey. It also meant I could leave behind yard work, dog care, and the sporadic odd jobs of scooping ice cream and delivering newspapers.
The Manor sat on an extensive mountainside property adjacent to a wooded reservation and a golf course, so it was a great place to work outside in the fresh air. Visitors entered the property through tall gates and navigated a tree-lined driveway that led to the grand entrance of the pillared Georgian mansion. Valet parking was free and not required. If visitors opted for valet service, vehicles were driven from the main entrance to either an upper or lower lot. The farthest parking spaces were more than a quarter mile away from The Manor’s front door.
I had been into cars since childhood, so this was a magical job. I was part of a crew of six or seven that worked for tips, and we wore orange coverall uniforms so that we were easily seen at night. We routinely parked and returned more than 400 cars on a busy Saturday, with parties in the afternoon and then again at night, together with public dining.
Jockeying cars for position in shrinking lanes during return rush times made me a better and more precise driver. Another benefit was that I developed a higher appreciation for well-designed dashboards, budding smart controls, and quality upholstery. I preferred gauges to warning lamps, and I intensely disliked the flashing green and yellow dashboard fuel economy indicators that seemed unwelcome in luxury cars. The only way to make the annoying indicator stay green was to coast.
As a crew, we elbowed each other to park the hot imports, such as BMW’s 2002, Datsun’s Z variants, the first Honda Accords, Toyota Celicas, and less frequently, Volkswagen Sciroccos. These were all well-equipped, light, quick, and easy to park. It was also possible to shift them into higher gears for test drives by taking the long way around to the lower back lot. As far as I knew, none of us ever got a Porsche 911 out of second. Our boss knew the joyride risk, so we had to keep numbered dashboard tickets in sequence for assigned spaces that discouraged long drives around the property.
Photo: Hemmings Archives
I have many fond memories of the job. To start, the things people left in their vehicles were nothing short of amazing. There were open bills with private information in plain view, and mail of every other conceivable variety, as well as checkbooks, laundry, arts, and crafts in all stages of non-completion, sticky food wrappers, and other trash. I also quickly learned that a tip amount didn’t always correspond to the expense or condition of the car after one guest left a caged guinea pig in his 1967 Pontiac Le Mans when he arrived late for a wedding reception. Aside from needing to be washed and vacuumed, that car was quite fragrant. It was a dry day, so I lowered the side windows, and we took turns checking the pet as we ran to and from other vehicles. Later, the guest told me he was glad the party was over and was eager to reunite the guinea pig with his young daughter. Having noticed us checking on the pet, the car owner gave me the biggest tip I ever got to fetch a car.
Another unusual thing happened while parking a 1975 Buick LeSabre sedan. Two people got out and went inside for dinner and as I got in immediately noticed the aroma of freshly baked bagels emanating from two gigantic bags that took most of the rear seat, nearly reaching the headliner. After parking the car, I was spooked by a low voice from the far-right of the back seat that asked, “Howee doin’?” I had not seen the slight fellow partially hidden by one of the tall bags, and all I could ask was if he intended to go inside. He said he didn’t want a fancy dinner, just a nap. He offered bagels to the entire crew, which were delicious, and stayed in the car and slept for two hours.
Rare cars would roll up on occasion, including one almost everyone guessed was a Maserati, though I recognized it as a Facel Vega. The exhaust growl of the Chrysler Hemi V-8 was positively rhapsodic, and the grand tourer had polished wood throughout its interior. We parked it in a special spot on an outer aisle near the front door and overheard customers speculate what it was while waiting for their own cars. When the tweedy owner eventually came out, my boss, Ray, was determined to sound smart and amuse himself. He conspicuously and formally signaled, “Christopher, the Facel Vega, please.” Seeing where we placed his pride and joy, the owner gleamed. He may have enjoyed that moment more than his dinner.
Another story involved a regular customer’s Cadillac Seville during lunch hour, when Ray often let me work alone so he could get a break. Two County Sheriff’s detectives stopped to tell me they were looking for two inmates who had escaped from the local penitentiary wearing–what else–orange coveralls. They were last seen running on the neighboring golf course. Of course, we always left keys in the ignition of parked cars. The detectives asked how many cars remained from lunch, and whether I could account for each. To my dismay, the Cadillac (one of only three cars left in my charge) was gone! The owner was very classy when the detectives needed his license plate number and unselfishly said he was glad I had not run into the thieves. Luckily for me, the car was recovered unscratched at a nearby shopping center, but we never heard if the thieves were caught.
I rarely drove a car onto the open road, but one exception was a permanent resident’s 1976 Rolls Royce Silver Shadow. The luminous dark red sedan was overdue for its annual state inspection and the owner’s wife “volunteered” me to drive it to the inspection station in the next town. The engine was so quiet and vibration-free that I had to concentrate to hear it. The interior was beautifully appointed with the finest leather I had ever seen or touched. Intuitive controls were set in burled walnut. In my opinion the steering wheel was somewhat primitive and too hard for an ultra-luxury auto, but it was a minor nitpick since the car was a magic carpet. It literally floated when put in drive. As expected, there were no buzzes, squeaks, or rattles. It handled well and predictably with adequate road feel, despite its considerable weight. Power came immediately at the slightest touch, suggesting ample reserve, and the Rolls-Royce stopped on a dime.
Photo: Hemmings Archives
Admittedly, I was very nervous driving it, even when it seemed other drivers stayed out of the way once I reached a multi-lane avenue. The inspection station was in a not-so-nice area on a narrow, bumpy street, and being near closing time the station was busy. I had to get in a line that snaked around the block and all I could do was hope nobody hit the darn thing.
As I crawled to the entrance, the inspection staff was laughing and pointing at me, still wearing my orange coveralls: “Hey kid, how did you get out of jail and where did you get that car?” Fortunately, my uniform sported a company crest. Seeking mercy, I said it was the boss’ car. Then the Rolls failed its emissions test. Adding to the insult, the dented, oxidized Volkswagen Beetle behind me passed with flying colors. In those days, a sticker with a big red circle signifying failure was affixed to the windshield’s lower left corner. You couldn’t miss it.
I finally relaxed when I pulled the Silver Shadow into the familiar driveway without incident. To my surprise, the owner’s wife was happy to see that the car failed, because now she could get it tuned up without further debate. Apparently, her husband was always working and neglected his cars. We were reminded of that later when we had to jump the battery in his seldom-driven Jaguar XJ12. The next time I saw the Rolls it had a proper inspection sticker.
After parking cars for eighteen months, I transferred inside to become a bartender as my college days progressed. I missed handling the cars, but not enduring cold winter nights or donning those orange coveralls. Over the years I have almost always insisted on parking my own car, but when valet parking is unavoidable, particularly in a city, I tip in advance. It’s remarkable how a few dollars will often gain a spot close to the attendant’s booth, sometimes with a safety cone next to our car.
Americans rediscovered factory performance thanks, in part, to NASCAR’s first official Strictly Stock (quickly renamed Grand National) race, held on June 19, 1949, on Charlotte Speedway’s ¾-mile dirt oval. What made the 200-lap contest compelling to the 13,000 attendees was a relatable starting field of 33 factory-stock cars (with minor provisions allowed for safety). Of the nine makes that took the green flag (Buick, Cadillac, Chrysler, Ford, Hudson, Kaiser, Lincoln, Mercury, and Oldsmobile), Jim Roper and his 1949 Lincoln were declared victors following the disqualification of Glenn Dunnaway and his 1947 Ford, the latter’s rear spring having been modified for its day-to-day life as a moonshine hauler.
By the end of the 1955 season, Buick, Chevrolet, Oldsmobile, Chrysler, Dodge, Plymouth, Ford, Mercury, Hudson, Nash, Studebaker, and even Jaguar, had been added to the list of race-winning manufactures. Absent was Pontiac, though not for a lack of effort. Thirteen drivers had entered Pontiacs, a combined total of just 25 races. Freddie Lee provided the best result, a fourth, at Carrell Speedway in Gardena, California, on June 30, 1951.
Photo by Matthew Litwin
Race wins touted in national headlineswere not lost on manufacturers, so by the start of the 1956 season nearly every major domestic brandhad invested performance resources into NASCAR. Pontiac initially supported two teams: Jim Stephens (Stephens Pontiac), and A.L. Bumgarner (Brushy Mountain Motors). Each were armed with a new-for-1956 engine designed for racing: a 316.6-cu.in. V-8 fitted with dual Rochester four-barrel carburetors that, along with a high-performance camshaft, dual-point distributor, specialized valley cover, and 10:1 compression cylinder heads, conspired to produce 285 horsepower (in street trim, mind. It’s well-known that racers knew how to make more horsepower).
A Pontiac win looked favorable, beginning with the sixth race of the season at the Daytona Beach/Road race, where Stephens’ two-car effort - with Ed Kretz and Cotton Owens - qualified 3rd and 4th, while Junior Johnson, in Bumgarner’s Pontiac, qualified 26th in the 76-car field. None saw the checkered flag. Johnson crashed, and the Stephens effort was met with mechanical woes. It was a sign of things to come. Strong as Pontiac was, bad fortune and mechanical reliability were its Achilles’ heel. Pontiac attained just 17 top 10 finishes with a best of 3rd recorded by Pat Kirkwood in a Stephens’ Pontiac.
Going winless, coupled with poor street ability of the dual-quad 316.6 V-8, spurred Pontiac to develop Tri-Power and fuel-injected 347-cu.in. engines for 1957. They became instant hits on the track - the brand notched two wins prior to a June rule change that mandated a single four-barrel induction system - and on the street, leaving the dual-quad 316.6 a nearly forgotten footnote of Fifties factory performance.
Rare reminders, however, still exist, such as this bred-for-NASCAR 1956 Pontiac twin Rochester carburetor and intake manifold assembly spotted for sale at the 2023 AACA Eastern Fall Meet in Hershey, Pennsylvania. Also included as part of the $4,500 package price was the system’s specific air cleaner assembly, which looked similar that of Cadillac’s (the two reportedly would not interchange without modifications). Save for rebuilding the carburetors, it looked ready to install on a specific “HY” stamped block.
ASKING PRICE:$4,500
FOUND AT: 2023 AACA EASTERN FALL MEET (HERSHEY, PENNSYLVANIA)