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The Lancia Montecarlo, the small mid-engined coupé

The Lancia Montecarlo  was a mid-engined coupè designed  by Paolo Martin and produced by Pininfarina. Built in two series, it was marketed under the name Lancia Scorpion in the US market.

The first series, produced from 1975 to 1978, was known as Lancia Beta Montecarlo and the second series, produced from 1979 to 1981, simply as Lancia Montecarlo.

In both series the car was available in Coupé and Targa versions, the latter equipped with a manually removable canvas top. The Lancia Scorpion version was sold in the United States between 1976 and 1977. A total of 7 798 units were produced from 1974 to 1981, with the exception of 1979 when production suffered a brief setback.

The origin of the Lancia Montecarlo

At the end of the 1960s, Fiat needed to replace the 124 Sport Coupé to complement the X1/9, so it commissioned Pininfarina to design and develop an heir. The project that was called Fiat X1/8 involved alos the development of a 3-liter V6 engine. The X1/8 project was also to be the first car entirely developed and built by Pininfarina, rather than being conceptually based on an existing production car. The design work at Pininfarina was done in 1969 by Paolo Martin and the final project was completed in 1971 .

Due to the first oil crisis of the 1970s the project was renamed X1/20 and the engine was replaced with a smaller 2-liter four-cylinder unit. On the basis of the X1/20 project, a racing car was built in 1974, the Fiat Abarth SE 030, after which, at the end of the 1974 racing season, the project was left in charge of Lancia, which in the meantime had been acquired by Fiat, for the creation of a series model to be included in the Beta range.

Technical specifications

Lancia chose the four-cylinder twin-shaft engine of the Fiat 124 Sport Coupé as engine for its new sports car, equipping it with MacPherson suspension, five-speed gearbox and disc brakes on all four wheels. But given that the boxer would soon make its debut on the new flagship of the house (the Gamma), the technicians of the design department of the Turin factory in Borgo San Paolo later tried to test this solution also on the Montecarlo, which resulted in the creation of some prototypes for rally races. Nevertheless, even considering the good results achieved in terms of performance, this idea never materialized on road models.

The car was initially presented under the name Beta Montecarlo at the 45th Geneva Motor Show in March 1975, it was equipped with a transversely rear-positioned engine, a 1995 cm³ Lampredi twin-shaft in-line four-cylinder that developed 120 HP at 6000 rpm. (Lancia declared a top speed of over 190 km / h and a 0-100 km / h time of 9.3 seconds).

The first series

The first series was characterized by the fin rear pillars and the 8.8Jx13″ alloy wheels specially made for the model. The interior was covered in TVE (elastic vinyl fabric), with the steering wheel with only two spokes; the dashboard instead appeared extremely sober but versatile, with the gear knob positioned on the floor. On the outside, the front was embellished with a grille bearing the classic Lancia shield, while the standard left rear-view mirror (the right one was optional) was supplied by Vitaloni.

The second series

After a stop of production in 1979 the second series was presented. The word Beta was removed so the car was simply called Lancia Montecarlo.

On the outside, the most evident changes consisted in the new front grille that incorporated the new smaller Lancia logo (almost identical to the one introduced on the 1979 Delta), the fins of the rear pillars (which in the first series were entirely made of sheet metal) were equipped with glass surfaces offering better visibility and finesse of finishes. New larger 5.5Jx14 eight-spoke alloy wheels were then introduced.

A new Momo three-spoke steering wheel appeared in the cockpit and the seat fabrics were revised and new materials were introduced for the dashboard. The engine was also revised: the compression ratio was increased and the ignition became electronic by Magneti Marelli, installing new carburetors to improve torque delivery.

The Lancia Scorpion

The convertible version of the Beta Montecarlo was federalized and marketed in the United States from 1976-1977 as the Lancia Scorpion, to avoid conflicting with the Chevrolet Monte Carlo. 1,805 were manufactured in 1976 and sold as model year 1976 and 1977 (1396 and 405 respectively).

Under strict US emissions regulations, the car was equipped with a smaller 1 756 cm³ catalytic converter that produced only 81 hp compared to 120 in the European Monte Carlo. In order to meet the homologation requirements in crash tests and lighting, the Scorpion had larger bumpers with damping springs and retractable circular headlights. New air intakes on the bonnet were added to cool the catalytic converter. All Scorpions were also sold with a canvas top.

The Lancia Medusa

On the chassis and mechanics of the Lancia Beta Montecarlo, Italdesign developed the Medusa: a four-door concept car using the same centrally mounted 2.0-liter in-line four-cylinder Lampredi engine, delivering 120 hp at 6,000 rpm and 170 Nm of maximum torque, coupled to a 5-speed manual gearbox. 

Lancia Medusa

The Medusa was designed by Giorgetto Giugiaro in 1979 to be as aerodynamic as possible, with an aerodynamic drag coefficient of 0.263. This result was also achieved thanks to the retractable headlights, door handles and window panes flush with the bodywork.

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Prince Skyline Sport Allemano

The end of World War II left Japan in a difficult position, having to transition its industries from military production to civilian use. This challenge was particularly tough since Japan, like Germany and Italy, was a defeated nation. However, Japan’s ability to adapt would set the stage for one of the most exciting collaborations in automotive history.

Among the companies responsible for this transformation were Tachikawa and Nakajima, two of Japan’s leading aviation companies. Tasked with shifting to civilian production, Tachikawa (later known as Tokyo Electric Cars) began building electric cars in 1947. Their first model, the Tama, was followed by a slightly larger Junior, and eventually, the Senior.

In the early 1950s, Japan’s evolving automotive landscape saw a shift from electric-powered cars to gasoline engines. By the end of 1951, the Tama Senior was fitted with a 1.5-liter petrol engine, a shift that led to the creation of the Prince Sedan in 1952. This was the beginning of Prince Motor Company, which was named in honor of the official investiture of Crown Prince Akihito.

In 1954, Fuji Precision Machinery (formerly Nakajima) acquired Prince Motor Company and embarked on producing automobiles under the Prince brand. This marked the beginning of a new chapter in Japan’s automotive history.

The Birth of the Skyline and the Search for European Inspiration

By the late 1950s, Prince Motor Company had gained recognition in Japan for its innovative vehicles, such as the Prince Sedan and the Skyline (introduced in 1957). However, the company sought to take their vehicles to a new level—focusing on luxury, performance, and innovation. To do so, they looked westward, to Europe, for inspiration.

Europe was home to some of the most prestigious automotive brands, and Fuji Precision Machinery executives wanted a vehicle that could rival the best of Europe. This aspiration led them to Italy, where they arranged a pivotal meeting at the Salone dell’Automobile (Turin Motor Show) with Carrozzeria Allemano, a respected coachbuilder with ties to Italian designer Giovanni Michelotti.

The collaboration between Japan and Italy led to the creation of the Prince Skyline Sport, a car that would redefine the trajectory of Japan’s automotive design. This groundbreaking partnership merged Japanese engineering with Italian artistry, setting a new standard for style and innovation. The success of this collaboration inspired other Japanese manufacturers to partner with Italy’s legendary design houses, creating some of the most iconic vehicles of the 1960s.

Mazda, for example, worked with Bertone, enlisting the renowned Giorgetto Giugiaro to design the Familia, a compact car that skillfully blended European elegance with Japanese practicality. In 1963, Daihatsu teamed up with Vignale to produce the Compagno, along with its sporty variants: the Sport Spider and Coupé; which reflected a uniquely Italian flair. The following year, Pininfarina collaborated with Datsun to craft a sleek new look for the Bluebird, a move that helped the car gain global recognition. By 1965, Isuzu joined forces with Ghia to design the Bellett II, a concept car that showcased bold and forward-thinking design elements.

These partnerships went beyond aesthetics; they helped establish a global identity for Japanese automakers. By working with Italy’s most respected design houses, Japanese manufacturers gained fresh perspectives on styling while enhancing their reputation for innovation and quality. These collaborations not only transformed the appearance of Japanese cars but also elevated their appeal to international markets, leaving a lasting impact on the industry.

A Handcrafted Masterpiece

Under the direction of Giovanni Michelotti, one of Italy’s most respected automotive designers, the Skyline Sport would be an example of high-end craftsmanship. Initially, the first series of prototypes were built by Carrozzeria Allemano, known for its hand-built bodies. Later, a second series of production would be completed by Carrozzeria Michelotti, adding the final touch to this luxury vehicle.

The Skyline Sport was designed as a two-door coupe with sleek, flowing lines and a sporty yet elegant appearance. Michelotti’s design incorporated canted headlights, angled downward at the inside corners—a feature seen in other high-end vehicles like the Lincoln Continental and Buick during the late 1950s and early 1960s.

At the heart of the Skyline Sport was a 1.9-liter GB-4 engine that generated 94 horsepower, giving it a top speed of 150 km/h. Despite weighing in at 1,350 kg, the car’s handling was remarkably smooth, thanks to a double-wishbone front suspension and a De Dion rear axle, technologies that were innovative for its time.

The Prince Skyline Sport: A Bold Statement

The Skyline Sport debuted at the 1960 Turin Motor Show, where it garnered international attention for its bold design and luxury features. Available in both a coupe and a convertible version, it was a striking example of Italian design combined with Japanese engineering. Its clean lines, striking front grille, and eye-catching details made it a standout at the show.

But its beauty was more than skin deep. The Skyline Sport was a car that delivered in terms of both aesthetics and performance. With its meticulously crafted body, luxurious interior, and advanced suspension, the car offered an exceptional driving experience that rivaled the finest European vehicles of the era.

The Prince Skyline Sport made its official appearance in Japan at the 1962 Tokyo Motor Show, where it was met with great enthusiasm due to its elegant lines and striking design. With its sleek coupe and convertible versions, the car showcased a perfect blend of Italian craftsmanship and Japanese engineering, captivating the crowd with its sophisticated aesthetic. However, the Skyline Sport came with a hefty price tag of 1.85 million yen, more than twice the cost of a standard sedan. This steep price limited its appeal in Japan’s domestic market, making it a rare and exclusive collector’s item. Despite its high price, the car gained significant exposure through its prominent feature in Toho films, strategically marketed to heighten its status as a luxury icon.

A Historic Collaboration and Legacy

The Prince Skyline Sport is historically significant as the first collaboration between an Italian designer and a Japanese automaker, setting a precedent for future cross-cultural partnerships in the automotive world. It was a testament to the universal appeal of Italian design and the skill of Michelotti and Carrozzeria Allemano. The Skyline Sport bridged cultural and geographical boundaries, bringing together the best of both worlds to create a truly exceptional car.

Though the Skyline Sport never achieved high sales numbers, with only 60 to 200 units produced, its impact on the automotive industry cannot be overstated. It paved the way for later models like the Skyline GT-R and helped establish the Prince Laurel, another model that would become iconic in Japan.

The Skyline Sport also marked the beginning of Prince Motor Company’s shift toward luxury vehicles. This emphasis on quality and refinement would continue after Nissan’s acquisition of Prince Motors in 1966, with the Skyline Sport serving as a precursor to future generations of luxury cars from Japan.

The Prince Skyline Sport was more than just a car—it was a statement of innovation, craftsmanship, and the power of international collaboration. The partnership between Giovanni Michelotti, Carrozzeria Allemano, and Prince Motor Company created a vehicle that showcased the best of both Italian design and Japanese engineering.

Though limited in production and availability, the Skyline Sport remains an important part of automotive history. It stands as a symbol of the potential for global partnerships to create groundbreaking designs, and its legacy continues to inspire the automotive world today.