The Lancia Delta is a small family car produced by Italian automobile manufacturer Lancia in three generations. The first generation produced between 1979 and 1994, the second generation from 1993 to 1999, the third generation from 2008 to 2014; the Delta was first shown at the Frankfurt Motor Show in 1979. The Delta dominated the World Rally Championship during early 1990s; the homologation requirements of Group A regulations meant marketing road-going versions of these competition cars — the Lancia Delta HF 4WD and HF Integrale. A total of 44,296 Integrales were produced; the first Delta was a five-door hatchback, designed by Giorgetto Giugiaro and released in 1979. Between 1980 and 1982, it was sold in Sweden by Saab Automobile, badged as the Saab-Lancia 600; the Delta was voted the 1980 European Car of the Year. A special Delta HF Integrale version was a four-wheel drive hot hatch with a turbocharged petrol engine. Modified versions of the HF dominated the World Rally Championship, scoring 46 WRC victories overall and winning the Constructors Championship a record six times in a row from 1987 to 1992, in addition to Drivers' Championship titles for Juha Kankkunen and Miki Biasion.
The Lancia Delta S4, which the works team ran prior to the HF 4WD and Integrale models' world championship careers from the season-ending 1985 RAC Rally until the end of the 1986 season, while sharing the same name and appearance, was a Group B race car designed and built for rallying, was different from the mass-produced consumer versions. The car that would become the Delta during its development went by the project codename Y 5, was conceived as an upmarket front-wheel drive small family car positioned below the larger Beta. Design was by Giorgetto Giugiaro's Italdesign, its platform put together MacPherson suspension developed for the Beta with four-cylinder, SOHC engines derived from the Fiat Ritmo. The Fiat engines were revised by Lancia engineers with a Weber twin-choke carburettor, a new inlet manifold, exhaust system and ignition. To achieve its market positioning the Delta offered features uncommon in the segment, as independent suspension and pinion steering, available air conditioning, optional split-folding rear seat, height-adjustable steering wheel, defogger.
Its three-piece body-coloured bumpers made from polyester resin sheet moulding compound were claimed by Lancia to be a first in the industry. The heating and ventilation were developed with help from experts in the field. Whilst details about the car were known since the spring, the Lancia Delta was unveiled to the public at the September 1979 Frankfurt Motor Show, At launch three models were offered: the base Delta 1300 4-speed, with a 1,301 cc 75 PS engine and simplified equipment, Delta 1300 5-speed, which added more features and an overdrive fifth gear for cruising, Delta 1500, with a 1,498 cc 85 PS engine and a 5-speed gearbox; the Delta was met with warm reception at the Frankfurt unveiling by the Italian press and by the German one to booth. Sales started in October 1979. At the beginning of 1982 as an automatic transmission option was added, the 1500 Automatica. In March the top-of-the-line 1500 LX trim level joined the lineup. Two months after the trim level was extended to the 1.3-litre engine too, which increased its output to 78 PS thanks to a raised compression ratio and electronic ignition.
November 1982 brought the first facelift for the Delta. The bumpers were changed from three-piece sheet moulded compound to one-piece thermoplastic polymer, the front one was redesigned with a more prominent lower spoiler. Other changes included the deletion of the anodised fascia between the rear tail lights and a 40 kg weight reduction on all models. Inside there were new seats and, on the range topping an optional digital trip computer. Concurrently the Delta GT 1600 was launched, the car's first sporting variant, it was powered by 105 PS DOHC engine with Marelli Digiplex ignition. Standard equipment was the richest available and some optionals like air conditioning were exclusive to the GT. Outside details like a "GT" badge on the right side of the grille, matte black door handles and window trim distinguished it from other Deltas; as the 5-speed 1500, 4-speed 1300 and LX versions were dropped — the latter only to be reintroduced in April 1984 on the 1300 LX, with revised equipment—the range was now composed of three models.
On 9 March 1984 the 200,000th Delta left the Chivasso factory. The first performance Delta was the Delta HF, introduced in July 1983 and went on sale in September after a first appearance at the Frankfurt Motor Show; the HF acronym—last used on the Stratos—stood for "High Fidelity", had been used on performance version of Lancia cars since 1966. It was front-wheel drive and powered by a turbocharged version of the 1.6-litre engine from the Delta GT.
Piedmont is a region in northwest Italy, one of the 20 regions of the country. It borders the Liguria region to the south, the Lombardy and Emilia-Romagna regions to the east and the Aosta Valley region to the northwest, it has an area of 25,402 square kilometres and a population of 4,377,941 as of 30 November 2017. The capital of Piedmont is Turin; the name Piedmont comes from medieval Latin Pedemontium or Pedemontis, i.e. ad pedem montium, meaning “at the foot of the mountains” attested in documents of the end of the 12th century. Other towns of Piedmont with more than 20,000 inhabitants sorted by population: Piedmont is surrounded on three sides by the Alps, including Monviso, where the Po rises, Monte Rosa, it borders with France and the Italian regions of Lombardy, Aosta Valley and for a small fragment with Emilia Romagna. The geography of Piedmont is 43.3 % mountainous, along with extensive areas of plains. Piedmont is the second largest of Italy's 20 regions, after Sicily, it is broadly coincident with the upper part of the drainage basin of the river Po, which rises from the slopes of Monviso in the west of the region and is Italy's largest river.
The Po drains the semicircle formed by the. From the highest peaks, the land slopes down to hilly areas, to the upper, to the lower great Padan Plain; the boundary between the two is characterised by resurgent springs—typical of the Padan Plain—which supply fresh water to the rivers and a dense network of irrigation canals. The countryside is diverse: from the rugged peaks of the massifs of Monte Rosa and of Gran Paradiso, to the damp rice paddies of Vercelli and Novara, from the gentle hillsides of the Langhe and of Montferrat to the plains. 7.6% of the entire territory is considered protected area. There are 56 different national or regional parks, one of the most famous is the Gran Paradiso National Park located between Piedmont and the Aosta Valley. Piedmont was inhabited in early historic times by Celtic-Ligurian tribes such as the Taurini and the Salassi, they were subdued by the Romans, who founded several colonies there including Augusta Taurinorum and Eporedia. After the fall of the Western Roman Empire, the region was successively invaded by the Burgundians, the Ostrogoths, East Romans and Franks.
In the 9th -- 10th centuries there were further incursions by the Saracens. At the time Piedmont, as part of the Kingdom of Italy within the Holy Roman Empire, was subdivided into several marches and counties. In 1046, Oddo of Savoy added Piedmont with a capital at Chambéry. Other areas remained independent, such as the powerful comuni of Asti and Alessandria and the marquisates of Saluzzo and Montferrat; the County of Savoy was elevated to a duchy in 1416, Duke Emanuele Filiberto moved the seat to Turin in 1563. In 1720, the Duke of Savoy became King of Sardinia, founding what evolved into the Kingdom of Sardinia and increasing Turin's importance as a European capital; the Republic of Alba was created in 1796 as a French client republic in Piedmont. A new client republic, the Piedmontese Republic, existed between 1798 and 1799 before it was reoccupied by Austrian and Russian troops. In June 1800 a third client republic, the Subalpine Republic, was established in Piedmont, it fell under full French control in 1801 and it was annexed by France in September 1802.
In the congress of Vienna, the Kingdom of Sardinia was restored, furthermore received the Republic of Genoa to strengthen it as a barrier against France. Piedmont was a springboard for Italy's unification in 1859–1861, following earlier unsuccessful wars against the Austrian Empire in 1820–1821 and 1848–1849; this process is sometimes referred to as Piedmontisation. However, the efforts were countered by the efforts of rural farmers; the House of Savoy became Kings of Italy, Turin became the capital of Italy. However, when the Italian capital was moved to Florence, to Rome, the administrative and institutional importance of Piedmont was reduced and the only remaining recognition to Piedmont's historical role was that the crown prince of Italy was known as the Prince of Piedmont. After Italian unification, Piedmont was one of the most important regions in the first Italian industrialization. Lowland Piedmont is a fertile agricultural region; the main agricultural products in Piedmont are cereals, including rice, representing more than 10% of national production, grapes for wine-making and milk.
With more than 800,000 head of cattle in 2000, livestock production accounts for half of final agricultural production in Piedmont. Piedmont is one of the great winegrowing regions in Italy. More than half of its 700 square kilometres of vineyards are registered with DOC designations, it produces prestigious wines as Barolo, from the Langhe near Alba, the Moscato d'Asti as well as the sparkling Asti from the vineyards around Asti. Indigenous grape varieties include Nebbiolo, Dolcetto, Freisa and Brachetto; the region contains major industrial centres, the main of, Turin, home to the FIAT automobile works. Olivetti, once a major electronics industry whose plant was in Scarmagno, near Ivrea, has now turned into a small-sc
The Lancia Thesis is an executive car produced by Italian automaker Lancia between 2001 and 2009. It was available with aspirated and turbocharged engines ranging between 2.0 and 3.2 litres, in both straight-5 or V6 configurations. Its appearance was based on the 1998 Diàlogos concept car; the production car premiered at the Geneva Motor Show in March 2001 and its interior was displayed for first time at the Frankfurt Motor Show. Sales started in June 2002 with export markets following shortly after. Earliest prototype of Thesis was 2000 Giubileo, presented to Pope John Paul II, bearing similar body although modified as a landaulet. Concerning the design, Lancia's chief designer said "People will be looking for excuses not to buy this car. So, we wanted to be damn sure we didn't give them anything to hook onto." To that end the car was intended to match the substance of the Audi Mercedes E-class. It was fitted with more technology and "more style". To convince buyers it was priced to be 15% cheaper than the competition.
In the view of motoring writer Paul Horrell of the UK's CAR Magazine the shape was "controversial, but regenerates an authentic Italian alternative to the po-faced approach" of the competition. "Look at that extravagant front end, like a row of chrome-decorated sand dunes. The whole form is plump and carries telling details of bi-xenon headlights and multi-LED blades of tail-lamp - a comfortably fed and well-jewelled car like the folk who'll drive it". Discussing the interior, Horrell went on to say: "The effect is redoubled within; the cabin is rich, walks the right side of that line in Italian style dividing the proportioned minimalism from their bling-bling rap-star Versace vulgarity." A notable feature of the interior was the use of high quality varnished wood trim and cast magnesium for the centre console. "I can't tell you," wrote Horrell "how much more satisfying it is to use a cupholder or ashtray that glides out of solid metal than some clacky plastic lid." After describing the engraved glassware of the instruments which were notable for their needles "floating at depth" CAR concluded that "it felt expensive".
Lancia invested in the Thesis and, unlike the predecessor the Kappa which shared an automobile platform with the Alfa Romeo 166, the Thesis was designed with its own chassis. The car was fitted with a "complicated multi-arm aluminium-intensive suspension at both ends, augmented by Mannesmann Sachs'Skyhook' adaptive dampers" which were used on the Maserati Spyder. First Lancia with radar adaptive cruise control. Describing the driving quality, Horrell wrote: "You can tell it's a heavy car, but there's no distress in letting this build up a gentle sweat, its autobox is smooth. The engine, though quieter than in any Alfa, is all you hear because road and wind noise have been quashed. Ditto rattles; this is a tight ship. The Thesis' ride is just terrific, it swallows big lumps. Yet there's no heaving in distress. They're better when the stress is lateral; the main criticism was the steering, considered by Horrell to be too light, the slight tendency to understeer leading to intrusion of the ESP system.
In conclusion, CAR's Horrell summed up the Thesis as being "far more accurate and agile than it has any right to be." CAR's view was. "Imagine a Rover 95 and you would be spookily close. It's a scary thought: two brands that refuse to be youthful or sporty, two brands that have underperformed." Other suggestions were. In this view, it would have been better to offer a vehicle in the Mondeo price range rather than the more conservative sector contested by the Mercedes E-Class and BMW 5 Series; the Thesis is equipped with 5-speed automatic "Comfortronic" gearboxes. The interior was trimmed with the suede-like Alcantara material long favoured by Lancia. CAR's verdict was that "If Lancia can be turned around this is the car for the job." Despite its comprehensive equipment level and the improved fit and finish, sales remained well behind its predecessor, the Kappa, quite far behind the competition and the model was discontinued at the beginning of 2009, after only 16,000 units built. Thesis was replaced starting from 2011 by a new flagship sedan, based on the next-generation Chrysler 300, re-branded in continental Europe as the Lancia Thema.
At the 2004 Geneva Motor Show, a 60 centimetres stretched limousine version prototype was shown, made by Stola S.p. A. and named as the "Stola S85" to celebrate the Stola company's 85 years. The car is equipped with electrically adjustable rear seats; the car has a minibar with refrigerator, multimedia system with GPS navigation system, internet access, fax machine and a DVD player. With 230 PS and all these extra features the converted car weight 2,030 kg and can accelerate from 0 to 100 km/h in 9.2 seconds, while its top speed is 230 km/h. Lancisti.net - An Information Exchange and Support Community for Lancia Owners and Enthusiasts
The Lancia Appia was a passenger car introduced in 1953 by Italian car manufacturer Lancia as a replacement for the Ardea, which remained in production for ten years. The Appia was the last in a long line of Lancia production cars dating back to the Lancia Lambda to use the famous sliding pillar front suspension. All three series produced had a Lancia V4 engine of 1089 cc. In addition to the saloon, a number of special bodied Appias were produced, including a coupé by Pininfarina, a convertible and 2-door saloon by Vignale and an aluminium-bodied GT by Zagato, as well as light commercial vehicle variants. In all 107,000 Appia were built: 98,000 saloons, 3,863 commercial vehicles, 5,161 chassis supplied to coachbuilders. In 1950 Lancia had introduced its first all-new postwar model, the Lancia Aurelia, a small but expensive luxury car with sophisticated engineering features like the first V6 engine, inboard rear brakes and a transaxle gearbox. Alongside it Lancia was still producing the Lancia Ardea, a pre-war design that although once innovative was in need of replacement.
The new small Lancia was designed under engineer Vittorio Jano. An updated version of the Ardea's 17° V4 engine was considered, but a clean-sheet design was chosen. At little over 10°, the new V4 had the narrowest angle of any V4 engine, used solutions unprecedented at Lancia, like dual in-block camshafts in place of overhead ones; as the Ardea resembled a scaled-down Aprilia, the Appia mimicked the Aurelia's appearance, substituting its exotic parts with more cost-effective ones, such as a solid axle and a four-speed gearbox in block with the engine. For its mechanical features—sliding pillar front suspension, V4 engine, rear-wheel drive, absence of a centre pillar—the Appia can be considered the last in a line of Lancias which stretched back to the 1922 Lambda. Following a custom started in the postwar years, the new model was named after a Roman consular road, the Appian Way; the Appia Berlina was introduced in April 1953 at the Turin Motor Show. The chassis code was C10 for the right hand drive saloon—the standard version, as was customary at Lancia—and C10S for the left hand drive variant, available on request.
Under the Appia's bonnet there was a 38 PS 1.1-litre engine, which according to the manufacturer could push the car to 120 km/h. The body style was similar to the luxurious Lancia Aurelia. To save weight, on the first few thousands of examples the doors and rear wings were aluminium; the bumpers were aluminium, making them dented. In a tradition inaugurated by the 1933 Lancia Augusta, the front doors were hinged forwards, the rears aft, there was no central pillar. A spare tyre, the fuel filler and the battery were housed in the boot. Inside there were independent front seats, a column-mounted shifter, ivory plastic steering wheel and switches, panno Lancia wool cloth upholstery in grey or beige. In total 20,025 first series saloons were made, from 1953 to 1956. Of these, the majority—10,257—were right hand drive, the remaining 9,768 left hand drive; the Appia did not prove the success. In 1956 Italian car magazine Quattroruote attributed this to the steep price, fierce competition put up by the cheaper Fiat 1100/103 and the fresher Alfa Romeo Giulietta, as well as to the quantity of minor defects.
The car was mechanically sound, but was littered with small flaws not well tolerated by Lancia's discriminating clientele—probably consequences of the hasty, low-priority development, in a time when Lancia was diverting many of its limited resources to its sports car racing efforts. In April 1955 engineer Antonio Fessia joined Lancia as technical director, started off fixing the Appia's shortcomings. Jano left shortly after, when Lancia withdrew from Formula 1; the resulting second series Appia, introduced at the Geneva Motor Show in March 1956, had a more powerful engine, a modernized body and better interior room. The C10 and C10S type codes were kept; the rear part of the body had been redesigned to enlarge the boot, the wheelbase was stretched by 3 cm to provide better rear seat accommodation. From the front the second series could be recognized from its rectangular instead of round turn signal lamps and the steel bumpers with over-riders; the fuel filler cap was moved outside, under a locking flap on the right hand side rear wing.
Fessia's changes to the engine included lowering the compression ratio, redesigning the cylinder head incorporating hemispherical combustion chambers and a new arrangement of the valves, new pistons, a new carburettor and different camshaft profiles. Output increased to 43 PS, top speed to 120 km/h. In the cabin a front bench seat took place of the two single ones, the binnacle held two round instruments, steering wheel and switchgear went from ivory to black. Despite—previously critical—Quattroruote having declared the Appia "finally accomplished and convincing", sales did not take off yet. In May 1958 daily production still lingered at 27 cars per day, far short of the 50 anticipated during the car's development. In total 22,425 second series saloons were made, only 3,180 of them C10 right hand drive cars. In March 1959, the third series Appia was introduced at the Geneva Motor Show with a new front end. Lancia's traditional radiator shell-style grille was abandoned, in favour of an horizontal one inspired by the Lancia Flaminia flagship.
Engine power went up again to 48 PS. The braking system was improved with |twin leading shoe]] front d
The Lancia Montecarlo is a Pininfarina-designed mid-engined sports car, produced by Lancia in Italy from 1975 to 1981. Cars from the first series, which were produced from 1975 to 1978, were known as Lancia Beta Montecarlos and those from the second series, produced from 1980 to 1981 as Lancia Montecarlos. In both cases Montecarlo was spelled unlike Monte Carlo in the Principality of Monaco. Both series were offered in Coupé and Spider versions, the latter featuring a unique roll-back manually operated targa style convertible top; the Spider was sold in the United States as the Lancia Scorpion during 1976 and 1977. Total production numbers come to 7,798 units, with production spanning from 1974 until 1982 with an interruption in 1979. 3,558 first series and 817 second series targas were built. There were 220 competition models built. Fiat was seeking a replacement for its 124 Coupe so Pininfarina was commissioned to design and develop the replacement. However, Bertone came up with cheaper alternative, which became Fiat X1/9.
Pininfarina continued with its project called Fiat X1/8 that called for a mid-engined sports car with 3-litre V6 motor. The X1/8 project was to be Pininfarina’s first car to be wholly developed and built in house rather than basing on existing production car. Initial design work was done by 1969, a final design was completed in 1971 by Paolo Martin. Due to the first oil crisis in the 1970s, the project was renamed as X1/20, the motor was changed to 2-litre four-cylinder version; the first X1/20 prototype was Fiat Abarth SE 030 for racing in 1974. After the racing season of 1974, Fiat terminated its Abarth SE 030 programme. X1/20 project was given to Lancia who wanted a premium alternative to Fiat X1/9 and somewhat a halo car; as to ensure the premium level of equipment, Lancia chose a two-litre twin-cam four-cylinder motor from Fiat 124 Sport Coupé, MacPherson suspension, five-speed gearbox, disc brakes at both front and rear. Because Montecarlo shared few components with other Beta cars, Pininfarin was chosen to build the car in its entirety.
Montecarlo were available as fixed head "Coupé" and as an open-roof "Spider" with a large folding canvas roof between solid A and B pillars. *stated by Pininfarina production records The Beta Montecarlo was unveiled at the 45th Geneva Salon International de l'Auto in March 1975. First Series cars were badged as Lancia Beta Montecarlo, they were named "Montecarlo", written as one word, not Monte Carlo, one of Monaco's administrative areas. Power came from 1995 cc Lampredi inline four, developing 120 PS at 6000 rpm. Lancia claimed a 0 -- 100 km/h acceleration time of 9.3 seconds. Distinctions of the first series were the solid panels to the rear wings above the engine bay and 8,8Jx13" alloy wheels, unique to this model; the interior was upholstered in vinyl in cloth as an option. The driver's side mirror was a Vitaloni Californian. In 1978 the production of the Beta Montecarlo was halted; the Beta Montecarlo was on sale in the United States for two years, 1976 and 1977. The federalized Montecarlo was re-christened Lancia Scorpion, because the name Monte Carlo was used in America by Chevrolet.
A total of 1,805 were manufactured in 1976 and sold as model year 1976 and 1977. Because of the strict U. S. emission regulations a smaller 1,756 cc twin cam engine and smog equipment had to be fitted. Therefore, the Scorpion delivered just 81 hp, down from the 120 of the Montecarlo. In order to meet federal crash test and lighting requirements, the Scorpion had bigger 5-mph bumpers and semi pop-up, sealed beam headlights. Two additional series of vents on the engine cover were required to cool the catalyst. All Scorpions featured the convertible top. After a two-year hiatus the revised second series was introduced in 1980; the Beta prefix was ditched, the car was now badged as the Lancia Montecarlo. On the exterior the most evident changes were the updated signature Lancia split grille first introduced with the 1979 Delta, the glazed rear buttresses and, in place of the model badging on the tail, a full width brushed aluminium strip. Larger eight-spoke 5,5Jx14" alloy wheels from the Beta were adopted to clear the upsized brake rotors and calipers, the brake servo was removed to address the brake lockup issue.
In the cabin there was a new three spoke Momo steering wheel in place of the old two spoke one, as well as revamped trim and fabrics. The engine was revised too: a higher compression ratio, Marelli electronic ignition and new carburettors made for torque gain; the Montecarlo/Scorpion suffered from several issues. Between the taller springs used to meet the US height requirements, a lack of caster, bump steer, handling of US market Scorpions did not meet the promises of the car’s design; the engine noise in the interior of the car was sometimes criticized. Harsh shifting increases as the bushings wear; the rear crossmember is a design flaw. The S1 Montecarlos and Scorpions suffered from overly boosted brakes, which caused the fronts to lock up in the wet; these were criticised in reviews.
The Lancia Flavia is an executive car produced by Lancia in Italy from 1961 to 1971. Production continued as the Lancia 2000 from 1971 to 1975; the Flavia was launched with a 1,500 cc engine at the 1960 Turin Motor Show by Lancia and introduced in major European markets during the next twelve months. Coupé and convertible versions developed by Pininfarina and Vignale followed, together with one or two low volume "specials" including a Zagato coupé. Performance improved over the next ten years as the engine sizes increased, progressively, to 2,000 cc; the car remained in production until 1970 when it was updated and renamed the Lancia 2000. The Flavia was named after Roman road leading from Trieste to Dalmatia. In 2011, Fiat announced that the Chrysler 200 convertible would be sold in Europe by Lancia under the Flavia name from early 2012; the Lancia Flavia was developed by Antonio Fessia in the late 1950s, introduced for sale in the UK in 1961. Available only as a four-door saloon, it featured a 1.5 L aluminium boxer engine, Dunlop disc brakes on all four wheels, front-wheel drive, front suspension by unequal-length wishbones.
This model was soon joined by a two-door coupé, designed by Pininfarina on a shortened platform. Vignale built 1,601 two-door convertibles, while Zagato designed an outlandish-looking light weight two-door "sport" version. Only 626 of the Zagato-bodied models were built, plus three prototypes. Ninety-eight were 1500s and the remaining 512 received the larger 1800 engine; the sport version has twin carburetors for extra power. The single-carburettor engine suffered from the problem of timing chain stretch. Sprockets with Vernier adjusters were fitted to allow for chain wear, the cam timing was supposed to be checked every 6,000 miles. Early cars suffered from corrosion of the cylinder heads caused by using copper gaskets on aluminium heads; when leaving the factory, Flavias fitted either Pirelli Cinturato 165HR14 tyres or Pirelli Cinturato 155HR15 tyres. Development of the engine included an enlargement to 1.8 L, a mechanical injection version using the Kugelfischer system, a five-speed manual gearbox.
In May 1967 a rebodied version of the Berlina with a new interior went on sale, with model number 819, it is referred to as the Series II. The engines were the same as earlier, but in 1969 these were changed to a new generation with an 80 mm stroke, narrow-bore versions of the new 2-litre 820-series engine. With the introduction of the 819, the Vignale and Zagato versions were discontinued, while the coupé model was on hiatus; the coupé version returned with new bodywork, first presented in March 1969 at the Geneva Motor Show. The engine increased to 2.0 L in capacity, available with carburetion or injection, four- or five-speed gearbox. The 2.0 L models were only made with revised Pininfarina coupé and revised Lancia sedan bodies. In 1971, after Fiat took control of the company, the "Flavia" badge was discontinued as were the smaller engines, leaving only the 2000 Berlina and coupé; the Flavia was revised and renamed the Lancia 2000 in 1971. The 2000 featured Girling disc brakes, Stainless steel bumpers and, for the fuel-injected models, Bosch D-jetronic Analog-electrovalve fuel injection.
These were built until 1973 or 1974 although new models remained in stock until 1975. As with the Flavia 2000, the 2000 was only made with Pininfarina Lancia sedan bodies. Build and ride quality were superb, the durability of these cars are excellent considering the modest performance specifications; the meticulous engineering makes maintenance of these cars simple, although it can be quite expensive due to the scarcity of parts. The British Motor magazine tested a 1,500 cc car in 1961 and found it had a top speed of 92.6 mph and acceleration from 0-60 mph in 18.6 seconds. A "touring" fuel consumption of 30.0 miles per imperial gallon was recorded. On the British market it cost £1,499 including taxes of 688. By 1967 the engine size had grown to 1,800 cc. Testing a four-door Flavia, Autocar magazine recorded a top speed of 103 mph, a 0-60 mph time of 15.0 seconds and an overall fuel consumption of 30.0 miles per imperial gallon. This put it behind the rival BMW 1800 TI for performance, though ahead on fuel consumption.
The testers found it lacked low speed punch. Overall they thought the performance "pleasingly deceptive" because the car was "faster than it feels"; the UK car market was still insulated by tariffs, but with the BMW 1800 TI retailing at £1,498 and the Flavia's recommended retail price now 1,909, sales volumes were not a Lancia priority. From the dominant UK domestic market player, the mechanically less sophisticated Ford Corsair 2000E was retailing at 1,008. Lancisti.net - An Information Exchange and Support Community for Lancia Owners and Enthusiasts Web site about Lancia Flavia Lancia Motor Club
The Lancia Gamma is an executive car manufactured and marketed by the Lancia subdivision of Fiat. Following its debut at the 1976 Geneva Motor Show as Lancia's new flagship, the Gamma was marketed as 4-door fastback saloon as the Berlina and as 2-door coupé, both designed by Pininfarina — with 15,272 and 6,790 manufactured, respectively; the Gamma superseded the Lancia Flavia. The fastback style of the Berlina featured a conventional boot at the rear, rather than a hatchback. At the car's press launch Pininfarina said a hatchback was avoided to save the inconvenience to back seat passengers when luggage is loaded, ostensibly draughts. Gamma is the third letter of the Greek alphabet. Lancia had used Greek letters to denote its models before 1945, the nomenclature was revived with the Lancia Beta in 1971, the first Lancia developed under Fiat supervision; the Gamma is FWD and shared suspension elements from the Beta. The Gamma carries the γ emblem both out; the Lancia Gamma was a front-wheel drive car with longitudinally-mounted boxer engine and with either a 5-speed manual transmission and a 4-speed automatic transmission.
The Gamma received a midcycle face-lift, receiving Bosch L-Jetronic fuel injection as well as a new corporate grille, 15-inch "sunburst" alloy wheels, a revised interior with new instrumentation, interior lighting, badging and gear lever gaiter. Though Fiat had planned to use one of their V6 engines, Lancia developed unique flat-4 engines for the Gamma; the Lancia Flavia and Flavia Coupe had used 2.0 litre flat four engines. Engine designer De Virgilio drew up an engine for the Gamma, a V6 4-cam with either 3- or 4-litre displacement, but this never came to fruition; the flat engine, though large for a modern 4-cylinder petrol engine, lacked the cachet associated with six and eight cylinder engines but enabled Pininfarina chief stylist Aldo Brovarone to lower the coupé's bonnet line and to steeply rake its windscreen. Pressure cast in alloy with wet cylinder liners, the engine was light and though it only produced 140 bhp, its torque was available at just 2000 rpm. Available with a displacement of 2.5 L, it was joined by a 2.0 L version, which resulted from the Italian tax system.
The displacement was lowered by decreasing the bore rather than the stroke of the engine. Both displacements were using Weber carburetors, the 2.5 L came in a version fitted with fuel injection 2.0 L carburetor 8v SOHC flat-4 - 1999 cc, 115 PS 2.5 L carburetor 8v SOHC flat-4 - 2484 cc, 140 PS 2.5 L I. E. 8v SOHC flat-4 - 2484 cc, 140 PS *stated by Pininfarina production records Several concepts were developed from the Gamma Platform over the years: 1977 Pininfarina Gamma Spider — a targa top version of coupé. 1977 Giugiaro Megagamma — a short-nosed MPV hatchback-bodied variant. 1980 Pininfarina Gamma Scala — a saloon, based on the coupé but with a regular notchback boot. 1981 Saloon — a Berlina-based six-window three-box, notchback saloon variant. 1982 Pininfarina Gamma Olgiata — a three-door estate, based on the coupé. Italian website on Lancia Gamma Lancisti.net - An Information Exchange and Support Community for Lancia Owners and Enthusiasts Gamma Consortium Lancia Motor Club