Sixty this year, Lancia’s zenith gets the DTW spotlight.
Pushed to choose one marque defining model I wouldn’t hesitate; after all, there are Lancias, and there is the Flaminia. Others might disagree and that is fine. We all have our icons, and if you believe the sliding pillar era was technically or aesthetically superior I wouldn’t necessarily argue. It’s a personal choice. Continue reading “The Pinnacle – 1957 Lancia Flaminia”
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’ll have to admit, it’s an intriguing one to behold. For one thing it’s the only car I can recall that began life as a fastback saloon – (with a separate boot compartment) and ended it as a three volume saloon. Yes, there has 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”.
That’s not to be understood pejoratively though I did think the Trevi looked peculiar, somehow reminiscent of a stream iron and very unlike my evolving conception of what was normal in car design. The term referred to the way nature produced a wide variety of organisms, some of which would Continue reading “Three Volumes in Three Parts: 3”
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.
I can’t judge the seats as they come from another car (a Punto) but the originals will be re-instated pending re-upholstering. There’s plenty of room up front and a nice clear view out, courtesy of the slim pillars. As with other cars of the period, you hear more engine noise. I can´t say it’s disagreeable. Doubtless the engineers would have liked less – as it is and in contrast to today’s overly insulated cars, one can appreciate the acoustic feedback. It is not loud, but there at a volume you can tune out if you wish. 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”
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”
In a way, so to speak. If you lived in Italy you could be forgiven for thinking Lancia were still popular.
Here, south of Naples, Lancias outnumber Fords. There are very few Fords and Renaults, not even small ones such as Twingos. The first thing I did when stepping out of the airport was to photograph a Lancia Musa “Fifth Avenue” which had button-pleated beige leather seating. Continue reading “Lancia Lives”
The option of an automatic transmission did little to mitigate the Gamma’s reputation as a disaster on wheels. If anything, it appears to have added to it.
One option missing from the Gamma’s specification at launch was an automatic transmission, not a fatal handicap in the domestic market where manuals proliferated, but rather more so in the UK, where a sizeable proportion of luxury saloons were specified as self-shifters. But in fact, Lancia had foreseen this necessity and in conjunction with UK supplier Automotive Products, engineered a four-speed automatic transmission specifically for the model. Continue reading “Gamma: Signs and Portents – Part Eleven”
At long last DTW has finally had a close look at the ashtray of a Lancia Lybra.
Before turning to that, I can report that the rest of the car is wholly agreeable, even if the upholstery is in dull, north European grey. It is velour and that helps. The rear ashtray is in the centre console and is of the pull-out, rear-hinged type. It looked adequate. The rear seats offer a comfortable place to spend time. If we compare it to a Ford Focus or VW Golf it is definitely more pleasant. I particularly liked the sculpting of the seats which are invitingly formed and much more pleasing than the other two cars. The Focus 1’s seats stood out as a weak spot. Continue reading “Ashtrays: 2002 Lancia Lybra”
Lancia did not have much of a presence in the US. It’s zenith: 1975 to 1983. This advert comes from about the middle of their last “proper” push to sell new vehicles.
The choice of used Lancias in the US is not great. For $8950 you can have a Lancia Fulvia bodyshell. No doors, no interior. Just the shell, wheels and motor. If you want a bit more car then $15,000 is what you shall pony up for a 1965 Lancia Flavia coupe. It’s missing the top part of the dashboard, only. If you look around you’ll also find one of the three Lancia Scorpions used in Herbie Goes Bananas. That’s up for auction. Continue reading “Micropost: Lancia Advertising From the US”
Has Centro Stile Fiat ever produced a design of lasting significance?
This is the question I found myself asking having read a recent driventowrite piece on Lorenzo Ramaciotti – (which I urge you to read). Because like many, I held firm to the view that Turin’s fabled carrozzerie were responsible for everything worthy of note. On the other hand, memory can sometimes prove a faulty co-driver, so I did what any self-respecting auto-nerd would at this point and revisited the Fiat group’s styling back catalogue in a quest for answers. So what we have here is a list of significant Fiats of the last 50 years and who was responsible for their styling*. Continue reading “A Question of Form”
A badge can often tell you a lot more than what exactly it is you’re driving behind…
The badging on the rear of this first series Lancia Fulvia coupé is rather lovely. It resembles a signature and perfectly encapsulates Lancia’s quality ethos at the time. This wasn’t a cheap car and the badge told you this with elegance and eloquence.
The second of a two part examination of FCA’s European operations and the feasibility of Sergio Marchionne’s four-year plan to revive them.
Part two – There will be blood:
FCA’s presentation made a point of telling the financial and automotive worlds just how much Marchionne is prepared to accept for the sale of Ferrari, suggesting the fabled Marenello concern is for sale; despite firm denials from within FCA itself. Some might say that he would be insane to do so – the ‘Cavallino Rampante’ being probably the most valuable automotive brand in the universe right now. But look at it another way. If we believe the hype, everybody wants to own a Ferrari – and as any petrolhead with rosso corsa flowing through their veins will attest, what could be better than that? Continue reading “FCA – State of the Empire – Part Two”
A two part examination of FCA’s European operations and the feasibility of Sergio Marchionne’s four-year plan to revive them.
Now that the captives have escaped, the presentations are complete and fruit and vegetables been thrown, perhaps it is germane to take a look behind the figures and statistics at the state of affairs facing Fiat Chrysler Automobiles in Europe as they painfully inch towards their eventual fate.
Lovely and wrong: Richard Herriott assesses Lancia´s former flagship.
When the Thesis was launched in 2002, Lancia wanted a flagship to re-position the brand as a maker of convincing luxury cars, an Italian Mercedes if you like. The Thesis´predecessor, the Kappa, had been less successful than the Thema, despite receiving plaudits for its refinement, packaging and capable chassis. The Thesis was supposed to recover ground lost during the Kappa´s production run and also to re-affirm the company´s tradition of top-drawer refinement and visual elegance. Continue reading “2002 Lancia Thesis 3.0 V6 Review”
Mistakes from which one can learn come in forms such as these.
About once a year I visit a relative in a very small village on the south fringe of the Black Forest. Every time I do, I see a different Lancia Kappa coupé. But they only made about 3000 of these cars and production ceased 14 years ago. I assume then that the region in which the car was seen has an unusual density of the vehicles. Continue reading “Another in a Long Line: Lancia Kappa Coupé (1997-2000)”
The Lancia Delta nameplate deserved better than this.
The first Lancia Delta (1979 to 1994) was two things. It was an neatly uninteresting, Italdesign five door, front-drive car of little obvious merit. And later in life the same car was a high-performance sporting hatch. From 1993 to 1999 Lancia tried to cash in on the Lancia Delta name with this iteration, sold (if it sold at all) in three and five door guise. The second version was a badly considered blend of the predecessor so it had moderately sporting capability and almost, but not quite totally bland styling. Continue reading “Something Rotten in […] Denmark: Lancia Delta”