Boot catch

The door wedges, ready and rechromed

Here are the door striker buffers ready to be delivered to the panel beater in order to adjust the doors.

In the 24th of March, Peter Hudson, the previous owner, came here in Greece in order to help us with all the mechanical parts and off course at the end he did more than this.
In this photo we are putting away all the chrome parts. Peter dismantled Aurelia some 30 years before, and probably is the only one who could still recognize these parts and named them.

A small repair patch again, in the front part of the floors

Inner rear arch ready and sealed

Closer image, of the repaired point in the front

Front view. Again some small repairs in the valance area.

Again a small patch in the rear fender.

Frond fender. Cleared from old putty. We attached a small patch before the sill

Some points of minor rust again....

Left side (driver's)

Another view of the right sill

RH sill, almost ready

Working on the sills. Some minor rust, but solid in general

Engine bay (near firewall)

Engine bay

Door skins ready but not cut at the exact size

Floors...not as bad as it looks

Inner Arches (rear) ready after removing and cleaning the old tar

Another view from the rear
Almost ready

February 2010
Restoration begins. First the bonnets (Rear and Front). Here is the rear bonnet ready, after removing some minor rust.

Here,as delivered in Greece, in December 2008.

Trunk

Rear view

More photos off the Aurelia, as found

Racing pedigree
In the 1951 Mille Miglia the 2-litre Aurelia, driven Giovanni Bracco and Umberto Maglioli, finished 2nd only beaten by the Ferrari America. The same year it took first in class and 12th overall at LeMans. Modified Aurelias took the first three places on 1952's Targa Florio with Felice Bonetto as the winner and another win on Lièges-Rome-Lièges of 1953.

A brief history of the Lancia Aurelia, taken from wikipedia:
Designed by Vittorio Jano, the Aurelia was launched in 1950 and production lasted until the summer of 1958.
The Aurelia used the first production V6 engine, a 60° design developed by Francesco de Virgilio who was, between 1943 and 1948 a Lancia engineer, and who worked under Jano. During production, capacity grew from 1.8 L to 2.5 L. Prototype engines used a bore and stroke of 68 mm x 72 mm for 1569 cc; these were tested between 1946 and 1948. It was an all-alloy pushrod design with a single camshaft between the cylinder banks. A hemispherical combustion chamber and in-line valves were used. A single Solex or Weber carburettor completed the engine. Some uprated 1991 cc models were fitted with twin carburettors.
At the rear was an innovative combination transaxle with the gearbox, clutch, differential, and inboard-mounted drum brakes. The front suspension was a sliding pillar design, with rear semi-trailing arms replaced by a de Dion tube in the Fourth series. The Aurelia was also one of the first cars to be fitted with radial tire.
The very first Aurelias were the B10 berlinas (sedans). They used a 1754 cc version of the V6 which produced 56 hp (42 kW). The B21 was released in 1951 with a larger 1991 cc 70 hp (52 kW) engine. A 2-door B20 GT coupé appeared that same year. It had a shorter wheelbase and a Ghia-designed, Pininfarina-built body. The same 1991 cc engine produced 75 hp (56 kW) in the B20. In all, 500 first series Aurelias were produced.
The second series Aurelia coupé pushed power up to 80 hp (60 kW) from the 1991 cc V6 with a higher compression ratio and repositioned valves. Other changes included better brakes and minor styling tweaks, such as chromed bumpers instead of the aluminium ones used in the earlier car. A new dashboard featured two larger instrument gauges. The suspension was unchanged from the first series. A new B22 sedan was released in 1952 with dual Webers and a hotter camshaft for 90 hp (67 kW).
In the Netherlands there was a rare B50 four-seater convertible
The third series appeared in 1953 with a larger 2451 cc version of the engine. The rear of the car lost the tail fins of the earlier series.
The fourth series introduced the new de Dion tube rear suspension. The engine was changed from white metal bearings to shell bearings. An open car, the B24 Spider, was introduced at this time (1954 to 1955) and was well received. It was similar to the B20 coupé mechanically, with an 8 inch (203 mm) shorter wheelbase than the coupé.
The fourth series cars were the first Aurelias to be available in left-hand drive; fourth series Aurelias were the first ones to be imported to the US in any number.
This model was immortalized by Dino Risi's 1962 movie Il Sorpasso (The Easy Life), starring Vittorio Gassman. The actual car used for shooting (a single model) was not destroyed during the accident scene sealing the end of the story: an Alfa Romeo Giulietta Spider was used as replacement.
The fifth series coupé, appearing in 1956, was more luxury-oriented. It had a different transaxle (split case), which was more robust and similar to that used in the later Flaminias. The driveshaft was also revised to reduce vibration.
Alongside the fifth series coupés was a revised open car, the B24 convertible. This differed from the earlier B24 Spider, having roll-up windows, better seating position, and a windscreen with vent windows. In mechanical aspects, the B24 convertible was similar to the coupé of the same series.
Power was down to 112 hp (84 kW) for the 1957 sixth series, with increased torque to offset the greater weight of the later car. The sixth series coupés had vent windows, and typically a chrome strip down the hood. They were the most touring oriented of the B20 series.
The sixth series B24 convertible was very similar to the fifth series, with some minor differences in trim. Most notably, the fuel tank was in the trunk, not behind the seats as it was in the fourth and fifth series open cars. This change, however, did not apply for the first 150 sixth series cars, which were like the fifth series. The sixth series convertibles also featured different seats than either both earlier cars.

It all started back in July 2008, when a friend informed me about this Lancia Aurelia B20S GT project. It was located in a barn near Hadrian Wall in Uk (strange for a “Sinistra” Aurelia to be found in UK). It was in storage there for more than a decade waiting for the right person to undertake the project.