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”.
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”
Recently I had a chance to be a passenger in an Alfa Romeo Giulietta 1.8 and took the chance to see how they solved the ash problem.
The ashtray is the sliding lid type, rather cleverly flush with the surrounding surface. That’s done by having the adjacent panel meeting the console exactly where the ashtray slides forward. There’s a small flange to allow the user to push the lid forward to open it. It’s probably not the world´s biggest ashtray but then again it’s a compact car, comparable in dimensions to a BMW 3 (E21 1975-1983) of the same period. It would be a bit much to Continue reading “Ashtrays: 1982 Alfa Romeo Giulietta 1.8”
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”
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”
These usually mean big numbers. In Volvo’s case that means only 20,000 annual sales for the S90.
Automotive News mentioned this figure yesterday. There are another 40,000 units annually for the V90. Still, that’s quite modest really. The reviews so far have been good and my static inspection revealed a pleasingly high quality product. Is a figure of 60,000 enough for a firm without multiple brands to
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”
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”
My casual analysis of the Italian fleet leads me to conclude Fiat, GM, Toyota and VW dominate the low to middle market and thereafter it’s Audi and Mercedes. The losers are Renault and Citroen at one end, Ford in the middle and Lexus and BMW at the top. Subaru, Mazda, Honda and Mitsubishi have no strong presence. Alfa aren’t even all that common. Continue reading “Micropost: The Italian Car Park”
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 past they say is a foreign country. I wouldn’t know about that, but a lot has happened in ten years. Hasn’t it?
It doesn’t seem all that long ago, but through mathematical deduction I can deduce that 2006 is in fact a decade old this year. To further the so much, yet so little has changed analogy, looking at geopolitical events of the year, the big issues at the time remain front page news now. The Middle East, North Korean’s nuclear ambitions, Oil prices, extreme weather events – although the International Astronomical Union’s planetary downgrade of Pluto could only realistically be described as a one-off. [Nevertheless, the astronomical entity itself was said to be absolutely gutted by the decision].
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”
As anyone has read a few books on Italian history will know, it’s a great bunch of countries. Only foreigners lump it all together as one nation.
That gives us a bit of a head start in understanding how Italy’s values translate into the broad array of markedly different car companies being stifled under one management.
As recently as the 1950s you could still find people in the deep south of Italy who didn’t know what Italy was. While outsiders consider Italy to have been unified, many Italians still see the event as a take-over of the south by the conservative north. As much as the United States is characterised by sharp contrasts and deep differences so too is Italy. Continue reading “Theme: Values – Italy”
…as they like to say in the world of automotive print journalism.
We covered a lot of ground in our theme of the month, Japan, and the response from our clique of readers has been heartening. Most of what I read this month from our readers and contributors was new to me, as was the material I waded through when researching my own items.
The Gamma Berlina’s appearance would divide opinion. In this part, we examine the concept that inspired it.
The styling of both Gamma variants was the responsibility of Pininfarina, a design house with a lengthy and distinguished association with the Lancia marque. While the Gamma coupé would reference themes from Lancia’s stylistic past, the scheme for the Berlina would prove a complete departure; echoing, particularly in the canopy area, the carrozzeria’s 1967 Berlina Aerodynamica, possibly the most influential saloon concept since their Lancia Florida series a decade earlier. Continue reading “Gamma: Signs and Portents – Part Seven”
In Part 1, I made it as far as the Lancia Flaminia and not much further. In this instalment I will kick and jostle myself so I can cover more ground in fewer words.
This is the 1965 Lancia Appia with its impressive door closures and very lovely form. And if we continue to the other side of the car we are greeted by this flowing highlight over the front wing. The 1996 VW Passat did something conceptually similar. Continue reading “Sommer’s Automobile Museum, Part 2”
Recently I promised to write more about my visit to the Sommer’s Automobile Museum in Nærum, outside Copenhagen. Today I’ll introduce the museum and the first car that drew my fascinated gaze.
You can read more about the museum’s history here. My brief overview is that the collection dates back to the 50s but was gathered together under one roof in 1980. Since then it has moved to a dedicated building near Ole Sommer’s former dealership. The Sommer collection is made up of a mix of Swedish, Italian and British cars, reflecting Sommer’s commercial activities as well as personal interests. The Italian section includes Lancias, Maseratis and Alfa Romeos. Continue reading “Sommer’s Automobile Museum Part 1”
The Gamma Coupé evolved to become the model’s stylistic True North. Was this Pininfarina’s tacit admission of failure?
Over the course of our ongoing examination into the Lancia Gamma, I’ve focused primarily upon the Berlina, styled at Pininfarina by Aldo Brovorone, under the supervision of Leonardo Fioravanti. The origins of the saloon’s styling we will return to, but today I want to examine the version that captivated the pundits at the 1976 launch – the Pininfarina Coupé. Continue reading “Gamma Bytes – Pininfarina’s Concepts”
From a stylistic perspective at least, 1976 was a good time to introduce an unorthodox-looking luxury saloon, the market being temporarily disposed towards difference. Two years previously, Citroen had introduced the futuristic CX model and Rover were about to début the similarly forward-looking SD-1. Both cars offered a divergence from the classic three volume saloon template and for a time at least, buyers were prepared to accept this. Coincidentally, all three cars could trace their stylistic basis to a single influential Pininfarina design concept. With the market disposed towards innovation, the Gamma should have been well placed to pick up sales, but didn’t. Road tests lauded the car, the public found it striking to look at, and it had one of the most respected names in the business. Yet the Gamma not only didn’t fly, it crashed noisily to earth. Continue reading “Gamma: Signs and Portents – Part Five”
Curbsideclassic provided the inspiration for this short post. The article provides a nice run-down on these wonderful cars.
When I think of romance and cars I tend to think of certain marques: Lancia, Alfa Romeo, Rover (to some extent), and perhaps some Ferraris. And that´s really it. Is it perhaps not uncoincidental that these brands are not in the best of health or, these days, not very romantic in their expression? There might be an underlying factor operating here. Whatever the engineers might have felt, these vehicles turned out as machines with a more passionate character than is normal. You can argue that Rover is anything but romantic, as romantic as a tweed jacket. I´d say there is a British version, a sentimentality if you like (and I don´t mean that in a negative way) that allows me to make parallels with the way Romance was expressed in the Italian vehicles. You could call it a form of idealism. I´m tempted to think of a Venn diagram here, with three circles overlapping. Some Lancias, Alfas and Rovers were far from romantic and were rather ordinary or aggressive. Enough of them are not, which is why I feel justified in presenting Lancia (among the three) as a Romantic car and this one, it simply commands one to think of a summerime time drive, a picnic and a quiet time in the countryside.
In this month’s installment, we examine the Gamma’s technical specification and its initial press reception.
Technically speaking, the Gamma was classic Lancia in that it mated an unconventional powerplant to a largely orthodox chassis layout. However, the big Lancia’s mix of conventional components came with an added dash of élan. The engine was a development of the proven Flavia unit, bored out to 2.5 litres. Sergio Camuffo outlined why he chose to enlarge the engine capacity saying; Continue reading “Gamma: Signs and Portents – Part Four”
Fiat acquired the shattered remnants of Lancia in 1969. The Italian car giant was ill-prepared for what it discovered.
Fiat made its name, reputation and not inconsiderable fortune from small cars, cost-engineered and rationalised to be inexpensive to produce, to buy and maintain. During Italy’s post-war industrial boom, the Turin car maker grew massively catering to the home market’s growing affluence and thirst for motorisation. By the late 1960’s however, Fiat’s management realised that over 70% of their car business was concentrated in the bottom end of the market – one with the least potential for profit. Continue reading “Gamma: Signs and Portents – Part Two”
Those were the days: Lybra (saloon and wagon), Z multipurpose vehicle, Kappa (coupe, saloon and wagon) and the Ypsilon. It´s 1998.
Lancia had a full line-up of vehicles, offering in most cases something distinctively different to what Fiat was selling. The Lybra had its basis in the Alfa 156 but you´d be hard pressed to tell. With the passage of time you can see a robust-looking car with a distinctive form language. Maybe it could have used some brightwork around the windows. Enrico Fumia started the development of the design in 1992 and Peter Robinson completed it. Where is he now? The rather pleasant interior is the work of Flavio Manzoni who is now at Ferrari, with a string of cars to his name. Some of them include the later Musa (not so good) and Ypsilon (treasurable). Continue reading “A photo for Sunday: 1998 Lancia Lybra SW”
The story is etched in automotive folklore, but how well do we really know the Lancia Gamma ? In this series, we attempt to unravel its difficult birth and inglorious career.
Death by a thousand Fiats:
Fiat’s stewardship of Lancia has been shameful, so it’s difficult now to imagine the road to perdition being paved with good intentions. Because if nothing else, the Gamma stands as a prime example 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 “Gamma: Signs and Portents – Part One”
FCA cooks up another unicorn – this one’s Delta-shaped.
A short while ago, Autocar’s Hilton Holloway posited a future for the Lancia brand. His wasn’t the first or even the best – (that honour lies elsewhere) – in fact his suggestions struck me at the time as being lamentably short-termist in scope. Continue reading “That Ain’t No Way to Say Goodbye”
Ah well. From Lancia Aurelia, Florida and Gamma to Trevi, Lybra and the rebadged Chryslers and on to this, the Elle edition Ypsilon. Bravo, FCA.
Ah well. From Lancia Aurelia, Florida and Gamma to Trevi, Lybra and the rebadged Chryslers and on to this, the Elle edition Ypsilon. Bravo, FCA.
Lancia describes the Elle as follows: “The ultimate expression of Lancia elegance, and proof of the brand’s continuous pursuit of innovative, contemporary new shapes, the new Ypsilon ELLE proposes exquisite paint colors, materials, fabrics and trims that reflect the model’s passion for fashion.” Continue reading “Last Gasp – Lancia Ypsilon “Elle””
Just a few days ago I noted that we at DTW had not treated BMW to some of our ire. Here is some ire. Or something passing itself off as such.
The car above is the 2015 BMW 2-series “active tourer” which is a five-door, front-drive hatchback with a great deal in common with the 2011Ford C-Max which is five-door, front-drive five seater hatchback (below) that sells for a lot less. And looks better.
One of the last Lancias had a five year gestation from concept car to production. In this case there were two concepts, a real one and a pre-production model. One of them was not helpful.
Lancia showed 2003 Lancia Granturismo Stilnovo Barcelona motor show as a genuine kite-flying concept car, one of quite a few they showed around this time. Three years later these ideas were translated into the production ready 2006 Lancia Delta HPE concept revealed at the Venice International Film Festival which then took a remarkable 2 years to get to an official launch by which time the styling had staled somewhat. You have to look at the 2006 and 2008 cars side by side to notice any difference so we can conclude the 2006 car is Continue reading “Theme: Concepts – Lancia´s 2003 Granturismo Stilnovo”
It was the year 2000 and according to the predictions from 1970 we´d have been traveling on hover-speeders and wearing metallic-nylon bodysuits. Somehow that didn´t pan out. For Rover, it was still 1959 though.
(Thanks for stopping by. Nov 7, 2014. RH)
For your education and general knowledge, today´s item on advertising is an example of exploiting the customer’s worst instincts and distracting them from the selling point. This was done not only by the form of the ad as conceived, but simply by ensuring the message was concealed by the centre fold of the magazine. Rime eef, it reads.
In the ad – admittedly it´s technically well done – a Rover 45 is placed on a polystyrene tray, wrapped in cellophane and labelled 100% Prime Beef. There´s a Union Flag to make the point – this is British and not, for example, German. The advert dates from May. Rover was still owned by BMW, just. The sell off was in train at the time of press.
The Citroen CX is 40 years old this year. To celebrate this milestone in European car design, we present what looks like one of the very first reviews printed in the English language. The author is Archie Vicar who at the time was contributing motoring editor of the Worcester Morning Gazette (Sept. 23rd 1974).
After a very long time in production, the DS has been (thankfully!) discontinued by its maker, Citroen. Whilst there were some good points in favour of the DS, there were too many oddities. Some of these have been ironed out so the new car will be more palatable to a wider range of customers. The incoming CX will be a more welcome car for motorists who want to drive something other than a Granada or Victor but without suffering the cost and inconvenience that the over-complex DS served up, drenched in garlic. Continue reading “1974 Citroen CX review: from the Archie Vicar archives”
Italy’s engineering giants slug it out for your entertainment.
Given the size of the Italian motor industry by comparison to say, the United States or Germany, it’s difficult to compile a list of the great engine designers without coming to the conclusion that Italy has historically punched well above its weight. The fact that most of them were schooled through Italy’s once thriving aeronautical industry says as much about the era from which they emerged as the political and socio-economic causes, but either way, Italy’s contribution to the pantheon of notable engines is undeniable. Continue reading “Theme: Engines – The Greatest?”
The V4 engine layout is synonymous with Lancia, the marque having employed the layout extensively from the 1920’s right up to and sometime after its demise as an independent in 1969. Founder, Vincenzo Lancia had something of a penchant for the vee-formation engine but it’s unclear exactly why he favoured the V4 over its in-line counterpart, given that the layout tends to fall prey to out of balance forces one would really rather not have to deal with. Continue reading “Theme: Engines – Divine Inclination”
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”
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”