Selling the Melbers helped fund the change, the effect of which was transformational: steering weight, grip, ride and handling all improved.
And those are among the dynamic talents photographer Max Edleston and I have resolved to explore along the Scotland-England border where Dere Street – the Roman superhighway to the northern extreme of the Empire – stands in for Via Fulvia, the 179BC road leading east from Turin, after which the car was named.
There’s a distinctive intake warble and slight metallic churn to the bright and free-revving engine, and even with us and our things adding 20% to the car’s kerb weight, there’s still surprising urgency available with revs, the sensation of which is heightened by the Fulvia’s sound and smallness.
The dog-leg gearbox has a fairly long throw and needs two distinct movements into fourth but otherwise shifts sweetly, with satisfying north-south changes into third and fifth.
The ratios are short and closely stacked, explaining the undistinguished 0-60mph time of 11.9sec recorded by Autocar’s road testers in 1974, and fourth gear is often required when driving in town.
Fifth is direct drive and no leggier than in the earlier four-speeder, sitting loudly just below 4000rpm at 70mph, which can become wearing on motorways and faster A-roads.
Thankfully, the border country is scattered with interesting minor roads. Remote, quiet and unfailingly scenic, these rally-ready capillaries suit the Fulvia perfectly.
Miki Biasion – two-time Integrale-driving WRC champion – owns a Safari edition Fulvia and says works drivers used to left-foot brake to get the best from the car, entering bends rapidly and then braking aggressively to start the turn.
For civilian driving, however, fluidity is your friend. The pedals encourage a heel-and-toe approach, letting you engage the cornering gear of choice with a happy bark from the engine.
There’s scant feel from the servo-assisted brakes, but they’re easily modulated and reassuringly effective. The worm-and-roller steering, although composed and delicately weighted once up to speed, isn’t overly incisive, and sharp inputs upset the suspension, so set your lock early, settle in and you’re rewarded with a sweet and nimble pivot.