Forgive the rash of smartphone holiday snaps, but a recent stay in Rome provided an opportunity to check out the local motor cars.
Sadly, the biggest impression left on me by scanning the roads of Rome from the Borghese Gardens down to the Colosseum was what I did not see: not one of my beloved Cinquecenti. And, I don’t mean bright, Broom Yellow, Sportings, I mean none of any type or colour; not one! I am not sure what that says about that model – I saw examples of both its replacement (the Seicento) and antecedents (the 126 and the Nuova 500), but of the Cinq, ‘niente’!
The relative conventionality of the Delta dismayed marque aficionados in 1979, but it would go on to embody marque values of both performance and commercial longevity far beyond its seemly narrow remit.
The old guard was falling away. After a decade on sale, Lancia’s entry level Fulvia Berlina ceased production in 1973. The patrician compact saloon had proven a modest commercial success in its native Italy over that period, appealing to those who had both the means and the discernment to appreciate a such a finely wrought and technically noteworthy vehicle.
But while its mechanical specification left little to be desired, the level of complexity it incorporated would not square with that of Lancia’s new owners, who were masters of cost-control. Furthermore, its uncompromisingly rectilinear three-volume style had become widely viewed as outdated.
More than two decades ago, two proud nameplates in the process of losing their lustre joined forces to create a splendid concept car perfectly in tune with its time.
During the mid-’90s, car buyers and enthusiasts were in an unashamedly romantic mood. Roadsters and coupés were the kind of niche models devised not just to polish a marque’s image, but to actually sell and earn money. Peugeot’s splendid (Pininfarina-designed and built) 406 Coupé being a particularly resonant example of this phenomenon.
In those days, Lancia not only offered a full range of models, but the marque’s image hadn’t been tainted quite beyond repair either. The recently launched Kappa executive saloon and second-generation Delta hatchback may have constituted the first steps of Fiat Auto CEO, Paolo Cantarella’s ambition to Continue reading “Denied: Lancia Kayak (1995)”
The Driven to Write’s predilection for all things Lancia is known and quantified. Today’s offering however is unquestionably topshelf material.
Amid the many series-production outliers the fabled Torinese shield and flag emblem has adorned over many decades, the Flavia Sport from carrozzeria Zagato is perhaps the most visually outré and certainly amongst the most scarce, with only 629 built in total.
First introduced in prototype form in 1962, it was the final and most exotic flowering of the coachbuilt Flavia line, following the 1960 in-house berlina, the Vignale-bodied convertible and Pininfarina’s four-seater coupé – all of whom bore some passing resemblance to one another. But not only did the Flavia Sport Continue reading “The Road to Dalmatia”
We’ve probably said as much as about this car as can be said, short of taking it for a lengthy celebratory test drive. The only new experience to be registered today is about how the car sounds.
Sitting in the car and, now reflecting on the vehicle in hindsight, it sinks home that the effect of putting a Ferrari engine in a Lancia is to make a car much more interesting than anything Ferrari itself has done since, with maybe the exception of the 1992 Ferrari 456 GT.
How can we understand this car? Do we understand the meaning of this car? If it helps to understand the remarkable nature of the Thema 8.32 maybe imagine an Opel Insignia with a Porsche engine. Even that is not quite an analogue because the Insignia, nice as it is, doesn’t mean the same thing as the standard Lancia does. Continue reading “Photos For Sunday: Lancia Thema 8.32”
Sometimes what you are looking for is not far from the front of your face. I have often bemoaned the lack of a modern equivalent of Lancia’s Spartan but high-quality interiors. It was under my nose, so to speak.
I wasn’t paying attention, was I? While in Scotland recently I had the time to take a look at the dashboard and interior of a Range Rover Evoque. They have only been on sale for eight years now so it was maybe a bit much to expect I’d get to Continue reading “If So, Then Yes”
Driventowrite has bagged another rare ashtray: the Lancia Thema 8.32. Pretty damn fine it is, too.
The kind people at Deane Motors, Dublin, permitted me the chance to experience the lush interior and the acoustic charm of this rarest of Lancias, the Ferrari-engined 8.32 for which I am rather grateful. One doesn’t get a chance to sit inside one of these all that often.
For starters Mk1 Themas don’t clog our streets; and the 8.32 in particular is a rarer bird still. Around 4ooo of them were made. Before going on to consider the car’s general merits let’s cut to the chase and Continue reading “Ashtrays: Lancia Thema 8.32”
Something of a quest this, to drive as many Lancias as possible. So finally I am behind the wheel of a rather miley Kappa 2.0 with its transversely aligned five-banger.
So far DTW has driven and documented the Trevi, Lybra, Delta Mk3 and the Thesis. I did also drive a Kappa coupé a long time ago but have forgotten much of the experience except the deep disappointment about the ashtray. The coupé is also the car I most regret not buying.
It seems unfair to keep you on tenterhooks so I have decided to reveal/confirm the identity of today’s mystery car.
It is, of course, a Lancia Fulvia saloon, produced from 1963 to 1976 which really is a very long time indeed. The Fulvia was still good when it ceased production but the market’s tastes had changed. While everyone adores the admittedly perky, perty and pretty Fulvia Coupé, and many like the odd Zagato derivatives, I hold a candle for the austere and formal saloon, attributed to Piero Castagnero at Lancia’s Centro Stile. This and a few other cars suggested to me that if you want to Continue reading “The Big Reveal/Confirmation”
It’s in many ways just an ordinary sight south of the Alps yet I can’t help my fascination with these fine cars. You don’t see them much in Denmark, so rarity is part of the appeal. But…
… I will concede this interest is definitely peculiar to me, that among the short list of cars I will always stop and look at for as long as I can is included a car like the one above: Continue reading “A Photo For Sunday”
This week, the Lancia Gamma receives the DTW Longer Read treatment.
It’s a question I’ve been asked on a number of occasions: Why the Gamma? Why devote well over ten thousand words to a car whose failure hastened Lancia’s headlong spiral towards infamy and oblivion. The answer is, like the Gamma’s story itself, somewhat convoluted.
Not content with having laid out their stall for the next five years, FCA has further surprises in store.
Lancia is back! Driven to Write can reveal FCA’s secret plans to return the revered car brand to European and Chinese markets with five new models set to beat the established luxury elite at their own game.
While the mainstream press focused upon the Alfa Romeo and Jeep portions of FCA’s highly anticipated presentation last week, anonymous sources within the carmaker have revealed to us FCA’s bold plans for Lancia, encompassing as many as five new models to be introduced between now and 2022.
Today we take up once again the baton carried by earlier instalments of this mind-provoking series (Part 1, Part 2, Part 3 and Part 4).
In the last instalment, we reached number six. The pace will slow down as we near the summit. Today we consider only number 5, an example of the “Italian art of living”.
No list of great European cars would be complete without a Lancia, one of Europe’s most storied and, some would say, venerable marques. Lancia embodies low-key classiness, comfort and style with many landmark cars to its credit. Its great cars include the elegant Flaminia, the ground-breaking Aurelia, the innovative Beta, the nimble Fulvia, the rally champion Delta, the aristocratic Flavia, the agile and distinctive Trevi and the practical and refined Lybra.
Lancia’s 2004 B-sector monospace was that rare thing – a commercial success. But was it a better Idea than its Fiat sibling?
It has been suggested that the Lancia Musa died prematurely, production ceasing when Fiat Auto’s Stabilimento Mirafiori car plant was idled in 2012; victim of the catastrophic fall in Italian new car sales in the wake of the financial crash, sovereign debt crisis, not to mention the legacy of Fiat Auto’s inability to Continue reading “The Muse of Melpomene”
The author characterised the Fiat as the “underknown sportsman”; the Alfa is portrayed as the “playboy from Milan” and not surprisingly the Lancia they called the “noble professor”. It was also called a “cult car for connoisseurs”. What more did they write?
Two of the more storied automotive marques happen to have owned representative headquarter buildings at some point. The respective fates of these edifices has proven somewhat poignant.
High-rise buildings inevitable lend themselves to illustrate human hubris. As the building of a monument to oneself is among the least humble of acts imaginable, skyscrapers typically invite less-than-kind comparisons: From the bible’s Tower of Babel to JG Ballard’s High-Rise, architecture aiming for the skies regularly acts as a metaphor for an aloof state of mind.
The automotive industry, whose core business of selling a commodity finds itself in constant battle with that product’s simultaneous role of a social entity, is even more prone than others to Continue reading “A Tale of Two Towers”
Sometimes there are cars that seem not to merit a whole day to themselves, especially not a Sunday. This is one of them: the 2011 Lancia Thema nee Chrysler 300.
It featured recently as one of my lame “guess the car” teasers. Did you know that this vehicle (as a Chrysler) has been in production since 2011? Or more, honestly, since 2004**? That makes this quite a coelacanth. The Thema left Lancia’s catalogues in 2014 though. The Chrysler version still soldiers on somewhere. Continue reading “A Photo For Monday”
Dateline: Thuringia, summer 2038. Internal combustion engines have been phased out across the EU for almost a decade now. However, their use has not been eliminated entirely and much as one can still ride a pony and trap or a stream train, one can still enjoy the petrol-driven experience.
It’s now autumn, a time to reflect. Recently, DTW has been driving Lancias and we have discussed the decline of this once noble marque. It is not the only brand to have faded away.
In the diagram I have marked the timelines of two other defunct brands: Rover and Saab. Rover closed in 2005 and Saab shut up shop in 2011. You’ll notice that while Rover had no new models in the Phoenix years (I don’t count the MG versions), Saab had new product in the pipeline right until the last minute. Lancia’s demise is more muddled.
DTW has had a chance to rewind the years and test a 2002 Lybra SW, the Delta’s predecessor. This puts in perspective the step-backward that was the Delta and reveals a car that probably deserves a wider audience. Continue reading “The Cormorant Rethinks”
Always first with the news that matters, this just in…
In a surprise move today, FCA’s Sergio Marchionne announced during an earnings call that the beleaguered Lancia brand could be set to make a comeback. During his conference call with analysts he left strong hints that a new Lancia model, (tipped to be a compact crossover), is being planned – a vehicle type increasingly popular across European markets.
So, Lancia Delta, what are you like to drive? Driven To Write continues its quest to test every Lancia available.
The Lancia Delta appeared under the banner of spearheading a rebirth at Lancia. The background to the Delta looked like this: a replacement for the Lybra saloon and estate and also a vehicle to cover a market the Bravo didn’t reach. As such, the Delta had to be luxury and estatey-wagony. Thus Lancia based it on the Fiat Bravo but with a longer floor-pan and a half-hatch, half-estate profile. Lancia sold the car with a quite broad engine range.
Reader Stradale kindly sent this photo which summed up some of the week’s subjects.
This week we discussed the Fiat Punto, quondam class-leader among superminis. The Lancia Kappa came up for more scrutiny (I have to test drive one). Driven to Write also applied its bifocals to rear bumpers – these cars have those. Continue reading “A Photo for Sunday: Jam and Marmalade”
Sixty this year, Lancia’s zenith gets the DTW spotlight.
There are in life, some affronts you can never quite forgive. For instance, the manner in which the Lancia name has been abased by its current owners remains a burning injustice. This germ of resentment about Lancia’s fate can be traced to one car to which my personal fealty to the shield and flag marque is indelibly attached. Built to exacting standards, and engineered like little else, this purebred ammiraglia is an automotive old master. Continue reading “The Pinnacle”
In contrast to the recent rather insipid Beta brochure, I can present a thoroughly aspirational 1975 Lancia HPE brochure such as this.
It shows how the product is intended to be used and the kinds of people who might be attracted to it. Shooting, diving, sitting down, gardening, conversing outside a hotel late at night: Lancia did not want for ideas to show how this rather fabulous vehicle could be used. What the brochure made you want to do was to Continue reading “Theme: Brochures – 1975 Lancia Beta HPE”
The 1973 Beta Coupé was slightly underwhelming – and to be honest, its sales literature was as well.
A year after the berlina’s launch, Lancia announced the first of four sporting Beta derivations, the 2+2 Coupé. Designed in-house in conjunction with Pietro Castagnero, the man responsible for the much-loved Fulvia amongst other pre-Fiat Lancia designs. This is an early sales brochure and it is notable for a number of reasons – some of a pedantic nature, others of a more whimsical stripe. Continue reading “Theme: Brochures – Beta than expected but not as good as hoped”
Recently we’ve been drinking deeply from the Trevi fountain, which has prompted a further bout of rumination upon Lancia’s idiosyncratic saloon.
The Trevi is an unusual car, not only in itself – although, you must admit, it’s an intriguing one to behold. For one thing it’s perhaps the only car that began life as a fastback saloon – (with a separate boot compartment) and ended its career as a three volume saloon. Yes, there have been saloon from hatchback conversions and vice-versa, but a saloon from a saloon? Continue reading “Trevi Musings”
In the previous two instalments we have looked at the car’s general background and the driving experience. In this instalment I’d like to gather together some of my reflections.
Firstly, the way I view the Trevi now versus how it seemed to me twenty-seven years ago is markedly different. In 1990 I was studying geology which necessarily includes a bit of evolutionary history. At that time I had regular car conversations with one of the other students on the course. The way I described the Trevi then was to refer to it as “a hopeful monster”.
In the first part I discussed the static qualities of the Lancia Trevi. In this part I will present my driving impressions.
Finally, it’s time to drive in the car. First off, we set off along some minor country roads, ones I have just driven in a modern car. Initially I am the passenger and from that position I realise that I can see nothing of the instruments from the passenger side. They are set in Bellini’s cylindrical recesses which are angled to the driver. This makes me look elsewhere – out, for example. Continue reading “Three Volumes in Three Parts: 2”
Could we have imagined the 1985 launch of the Y10 would mark the beginning of Lancia’s final act.
History does make for strange bedfellows. In 1969 Fiat handed control of Autobianchi to Lancia’s beleaguered management, entwining both marques. More than a physical union, their relative destinies would also become one – or at the very least, follow eerily similar pathways. History, as I’m fond of pointing out, has a way of repeating. Continue reading “Small Wonder : 2”
In 1989 the little Lancia Y10 looked like the runt of Lancia’s litter. What was it doing in the range?
At that time Lancia dealers stocked the ordinary Delta, the Delta HF, the Prisma 1600, the Thema and Thema Ferrari 8.32. Did any European manufacturer have such an inconsistent or heterogeneous range? Isuzu had a coupé and an SUV – (Piazza and Trooper), while Subaru had the tiny Justy, midsized 1800 4wd estate and the XT. Perhaps only Volvo’s odd mix of the 340, 480, 240 and 740/760 gets close in terms of antiquity/novelty and visual difference. No, the prize for incoherence must be Lancia’s. Continue reading “Small Wonder”
What you say isn’t always necessarily what you mean.
As Europe’s leading car design consultancy, Ital Design has always been in the business of ideas, and while they could to some extent predict the future in styling terms, they couldn’t necessarily convince the industry to follow their lead, which saw many promising styling studies on the cutting room floor. But in the industry’s defence, the price of failure has always been high. Continue reading “Cars That Could have Been Citroëns – 1980 Ital Design Medusa”
Successful motor companies are consistent motor companies. Did Fiat miss a meeting?
Looking at those who’ve made a success of the motor business, they stand out for (amongst other things) an unswerving consistency. This isn’t however a trait one could ascribe to the mighty Fiat group over the past four decades, lurching as they have from crisis to recovery like a cadre of drunken sailors on shore leave. Continue reading “Going to Extremes – 1986 Lancia Thema 8.32”
Certain writers on this site spend a lot of time bemoaning the sad lot of Lancia, so it is remiss of the DTW News Desk in being so tardy in announcing the awarding of a major prize to a Lancia.
Admittedly it is 80 years too late, but the Pinin Farina (two words back then) bodied Astura that was awarded the Best Of Show at Pebble Beach in August looks a deserving winner, even if it is hard to see it as a conceptual ancestor of the Ypsilon. Continue reading “Lancia Finally Comes Out On Top”
OK, so this relates to a TV series translated from a collection of detective books, but I’m hoping readers will allow me a little latitude.
For a moment there, this opening was like a game of charades for the ‘visually impaired’ …
I think most people know that (Chief) Inspector Morse was originally the owner and driver of a Lancia, not a Jaguar Mk2 (or was that really a Daimler?). Having read most of the books by Colin Dexter many years ago on the back of viewing a few of the TV episodes (pre-kids, one had time to waste like that), a few thoughts were stimulated by the changes wrought by the TV production company in its adaptations from the books. Continue reading “Theme – Film: The Mystery of Inspector Morse’s Car”
When the Thesis debuted, Lancia was at pains to present it as a sophisticated choice.
The PR offensive included a presence at a symphony music festival in St Moritz, and a range of accessories produced by Zegna and Longines amongst others. Fourteen years on, this example stands as a stark reminder that depreciation is no respecter of brand strategies or PR bumf. Continue reading “A photoseries for Sunday: 2002-2009 Lancia Thesis”
Whoever last owned this car really should have gone for a Vectra or Mondeo. The original alloys probably corroded and needed to be replaced with something sympathetic. You can put jokey wheels on an old Mondeo as they are blank canvas. These wheels are a custom paint job, I think. One does not customise a Lancia. Perhaps the last owner considered the disjunction of motorsport style colours and the Kappa’s formality amusing, like wearing runners with a suit. Continue reading “Something Rotten in Denmark: 1996 Lancia Kappa”
In this final Gamma instalment, we examine alternate realities and the model’s shifting media perceptions.
It’s forty years since the Gamma was presented to the World’s press at Geneva and a lot has been heaped upon its shoulders in the interim. While undeniably a sales and reputational disaster, to view the Lancia flagship as simply a bad car is narrow and simplistic. To close this series, we ask whether Fiat could have chosen a different path. Continue reading “Gamma Bytes: Fated Symbol”
It’s been ages since I crossed one of these: Pininfarina’s version of the Lancia Thema.
Pininfarina assembled the SW in the Borgo San Paolo factory (which is not Fiat’s Mirafiori plant, an important difference). Unique among the T4 cars, it came as an estate though it doesn’t look all that unlike how the Fiat Croma might have done had it been offered in the same format. Continue reading “A Photoseries for Sunday: 1986-1994 Lancia Thema SW”
Death by a thousand Fiats: The tale is etched in automotive folklore, but how well do we really know the Lancia Gamma ?
Fiat’s stewardship of Lancia has been such a shameful series of reversals, it’s difficult now to imagine the road to perdition being paved with good intentions. Because if nothing else, the Gamma stands as an illustration of how mergers and acquisitions never quite work out.
Throughout its history as an independent manufacturer, Lancia produced exquisitely engineered automobiles that garnered respect and deep admiration, but consistently cost more than the company could afford. Continue reading “Signs and Portents”
Of all the concepts based upon Lancia’s unfortunate ’70s flagship, this was the most significant. Enter the Megagamma.
In 1978, the motoring world gathered at the Turin motor show to gawp at the new metal and absorb the latest trends from the cream of Italy’s styling studios. Particularly those of Ital Design, already Italy’s most important automotive carrozzeria. However the reaction to this 1978 offering was initially one of bemusement, bordering on derision. Neither estate, van nor saloon – what on earth was Giugiaro thinking? Continue reading “Gamma Bytes: When Gamma went Mega”
The Lancia Flavia coupe appeared in 1961 and stayed on sale with a name change until 1975. This is the first time I have ever seen one. Ever.
Lancia kept its models in production for a long time in the period before Fiat bought them. As I am not au fait with the intricacies of the Flavia’s history, I can only show these and ask some questions. The Flavia name retired in 1971 according to the commonly accepted history of the car. The name change to 2000 signified a face-lift and a new, bigger engine, going from 1.8 to 2.0 litres. According to Wikipedia the revised “2000” received the 2.0 engine in 1971. This body work is the Series 2 version. So, why does it say Continue reading “1971 Lancia Flavia 2000 Pininfarina Coupe”
Ultimately then, how does one encapsulate the Lancia Gamma?
When Fiat handed Sergio Camuffo Lancia’s flatlining cadaver and told him to administer emergency CPR, he did the best he could, but there was only so much that could be achieved. Because despite Fiat management allowing him sufficient autonomy during the immediate post-takeover period to produce cars that were (on the face of things at least) respectful of Lancia’s traditions, the Italian car giant’s locked-in prejudice against the upmarket led to a fatal ambivalence. This schizophrenic attitude to their new acquisition most likely informed the compromises that damned both the Beta family and later, the Gamma itself. Continue reading “Gamma: Signs and Portents – Part Twelve”