Lancia V4 engine
In Lancia's Fulvia model, the 1.3 litre V4 engine was mounted at a 45° angle.
Overview
Manufacturer	Lancia
Production	1922-1976
Layout
Configuration	All V4s at: 10°, 11°, 13°, 20°
Displacement	903 cc (55.1 cu in) 1,090 cc (67 cu in) 1,091 cc (66.6 cu in) 1,196 cc (73.0 cu in) 1,199 cc (73.2 cu in) 1,216 cc (74.2 cu in) 1,231 cc (75.1 cu in) 1,298 cc (79.2 cu in) 1,352 cc (82.5 cu in) 1,486 cc (90.7 cu in) 1,584 cc (96.7 cu in) 1,927 cc (117.6 cu in) 2,119 cc (129.3 cu in) 2,370 cc (145 cu in) 2,568 cc (156.7 cu in)
Cylinder bore	65 mm (2.56 in) 69.85 mm (2.75 in) 72 mm (2.83 in) 74.61 mm (2.94 in) 75 mm (2.95 in) 78 mm (3.07 in) 79.37 mm (3.12 in) 82 mm (3.23 in) 82.55 mm (3.25 in)
Piston stroke	67 mm (2.64 in) 68 mm (2.68 in) 69.7 mm (2.74 in) 75 mm (2.95 in) 78 mm (3.07 in) 82 mm (3.23 in) 85 mm (3.35 in) 90 mm (3.54 in) 120 mm (4.72 in)
Cylinder head material	Aluminum
Valvetrain	SOHC or DOHC
Compression ratio	9.0:1
Combustion
Fuel system	Carburetor
Fuel type	Gasoline
Oil system	Wet sump
Cooling system	Water-cooled
Output
Power output	28.8–132 PS (21–97 kW)
Chronology
Successor	Lancia Flat-4 engine

Italian automobile company Lancia was the first to manufacture cars with V4 and V6 engines in series-production. This started with a number of V4-engine families, that were produced from the 1920s through 1970s.

The Lancia V4 pioneered the narrow-angle V engine design, more recently seen in Volkswagen's VR5 and VR6 engines. By using very shallow V-angles — between 10° and 20° — both rows of cylinders could be housed in an engine block with a single cylinder head, like a straight engine. A determining characteristic was the use of overhead camshafts (either single or double), in which a camshaft would serve the same function for all cylinders — in both cylinder banks.

The first V4 was used in the Lambda from 1922 through 1931. It was a 20° narrow-angle aluminium design. All three engine displacements shared the same long 120 mm (4.72 in) stroke, and all were SOHC designs with a single camshaft serving both banks of cylinders.

Engines:

• 2.1 L (2,119 cc) 75 mm (2.95 in), 49 PS (36 kW; 48 hp) at 3250 rpm
• 2.4 L (2,370 cc) 79.37 mm (3.12 in), 59 PS (43 kW; 58 hp) at 3250 rpm
• 2.6 L (2,568 cc) 82.55 mm (3.25 in), 69 PS (51 kW; 68 hp) at 3500 rpm

The Lambda engine was updated for the Artena. Bore was set at 82.55 mm (3.25 in) as in the 2.6 L Lambda, but stroke was reduced to a more conventional 90 mm (3.54 in). Total displacement was 1.9 L (1,927 cc), with 55 PS (40 kW; 54 hp) produced at 4000 rpm.

An all-new V4 was designed for the Augusta. Produced from 1934 through 1938, the Augusta's engine displaced 1.2 L (1,196 cc) with a 69.85 mm × 78 mm (2.75 in × 3.07 in) bore and stroke. Power output was 35 PS (26 kW; 35 hp) at 4000 rpm.

The engine was redesigned again for 1936's Aprilia. The first-series cars used a 1.4 L (1,352 cc) version with a 72 mm × 82 mm (2.83 in × 3.23 in) bore and stroke. Output was 47 PS (35 kW; 46 hp) at 4300 rpm.

A second series was unveiled for 1939 with an enlarged 1.5 L (1,486 cc) engine. It did not share its predecessor's dimensions, with bore and stroke now at 74.61 mm × 85 mm (2.94 in × 3.35 in). Power output was nearly the same at 48 PS (35 kW; 47 hp).

A small V4 (tipo 100) powered the compact 1939 Ardea. It was a 20° narrow-angle engine displacing just 0.9 L (903 cc). Bore and stroke were new again at 65 mm × 68 mm (2.56 in × 2.68 in), and output was just 28.8 PS (21.2 kW; 28.4 hp) at 4600 rpm. For the 1949 tipo 100B power was increased to 30 PS (22 kW; 30 hp).

The V4 returned after the war with the 1953 Appia. It featured an even narrower 10° cylinder bank and just 1.1 L (1,090 cc) of displacement, fitting below Italy's 1.1-liter tax threshold. An initial 38 PS (28 kW; 37 hp) of power grew to 43 PS (32 kW; 42 hp) in 1956. 48 PS (35 kW; 47 hp) was available in 1959.

Lancia's final V4 series were used in the Fulvia, remaining in production up until 1976. Designed by Ettore Zaccone Mina, it used a narrow angle (13°) and was mounted well forward at a 45° angle. The engine was a true DOHC design with one camshaft operating all intake valves and another operating all exhaust valves.

Displacement began at just 1.1 L (1,091 cc) with 59 PS (43 kW; 58 hp) with a 72 mm × 67 mm (2.83 in × 2.64 in) bore and stroke. A higher (9.0:1) compression ratio raised power to 71 PS (52 kW; 70 hp) soon after.

The engine was bored to 76 mm (2.99 in) to enlarge engine displacement to 1.2 L (1,216 cc) for the Coupé model. This, and some tuning, raised output to 80 PS (59 kW; 79 hp), further enhanced up to 88 PS (65 kW; 87 hp) for the HF model.

The engine was re-engineered with a slightly narrower bank angle and longer 69.7 mm (2.74 in) stroke for 1967. Three displacements were produced: 1.2 L (1,199 cc) 74 mm (2.91 in) bore, 1.2 L (1,231 cc) 75 mm (2.95 in) bore, and 1.3 L (1,298 cc) 77 mm (3.03 in) bore. The latter engine is most common, with the first unit only sold in Greece. Three levels of performance were available: 87 PS (64 kW; 86 hp) for common 1.3 Liter (commonly imported in USA and described as "highly tuned" by Road & Track at the time); 90 PS (66 kW; 89 hp) for its 1.3s evolution and 101 PS (74 kW; 100 hp) for the Rallye HF.

The engine was redone again for a new HF with an even narrower 11° cylinder bank and longer 75 mm (2.95 in) stroke for its final incarnation. A bore of 82 mm (3.23 in) gave it a displacement of 1.6 L (1,584 cc), and power shot up to between 114 and 132 PS (84 and 97 kW; 112 and 130 hp) depending on tune.

• Volkswagen VR6 engine, for a more technically detailed article about narrow-angle V-engines

• Lancisti.net - An Information Exchange and Support Community for Lancia Owners and Enthusiasts
• "All about Lancia Fulvia". Fulvia Site. Archived from the original on March 7, 2005. Retrieved March 10, 2005.
• Crowe, James T., ed. (1968). "Toyota 2000 GT". Road & Track Road Test Annual: 110–113.