After a nine year wait, 2008 sees the return of the C-segment Lancia Delta and also marks the return of the Italian brand to the UK market after it originally left in 1994 due to a major image problem.

The Fiat C platform which was also used for the current Fiat Bravo provides the base for the new model – albeit heavily modified which a slightly longer wheelbase coming in at 2.7 meters (as opposed to 2.6 meters for the Bravo).

Many of the Bravo's engines make it into the Delta starting with the 120bhp and 150bhp 1.4-liter Turbojet engine along with the 120bhp 10.6-liter Multijet engine. For those look for a little more power, there are 190 bhp 1.9-liter Twin Turbo MultiJet and 200 bhp 1.8-liter Twin Turbo Jet engines available, a 165 bhp 2.0-liter Multijet engine completes the lineup.

The design is the work of the Lancia Style Centre featuring Lancia's imposing signature single grille with the vertical bars along with the sporty evil-eye headlights sporting a row of LED daytime running lights. The smooth overall profile shouts out the quality of European styling and its high slanting curved rear appearance makes it neither a hatchback nor a wagon, the LED rear lights complete the high-tech look. The designers have also gone that extra step with the two-tone livery using a laborious painting process which takes 6 hours longer than the conventional painting methods and add to the overall look of the vehicle and we hope it erases the rusting reputation the brand earned in the 80s and 90s with its previous models.

Check the press release below and subsequent pages for a more in detail look and click the link on the right to head over to the photo album for more than 50 images of the the Lancia Delta.

Press Release
Perfectly stylistic balance for a Lancia of the future

The new Delta, Designed by the Lancia Style Centre, continues the tradition of the great Lancias: the Aprilia, the Appia, the Fulvia, the Beta, the Prisma, the Dedra and lastly the Lybra – and makes a comeback to the medium-sized saloon segment with record-breaking comfort: the exterior dimensions – length of 4.5 metres, width of 1.8 metres and height of 1.5 combined with an impressive wheelbase of 2.7 metres, ensure extraordinary roominess for this category.
Lancia dug deep into its reserves of creativity and production know-how to create this unique and exclusive car. The same proud lineage has brought us cars that have written the history of the motor car. Such as the Lambda, the first car in the world with a load-bearing body and independent front suspension. Or the Aprilia that boasted a Cd of 0.47 at the beginning of the 19030s when the average value for cars of the period was 0.60. Or the Aurelia, that concealed beneath its bonnet the first narrow V six cylinder engine ever fitted to a standard production car. Cars that shine because they represent a blend of contemporary technological innovation and the sheer quality of an unmistakably élite lifestyle. And now it is the turn of the Delta to take up the baton and carry forward the qualities of Elegance and Temperament that have been part of the Lancia heritage for more than a century.


Italian style for a new medium-sized saloon concept

The Lancia Delta is a superlative exponent of Italian design and stands out amidst the current automotive scenario for the good looks of its exterior shape that is up-to-date, finely wrought and marked by an unmistakeable Italian flavour.
The front end of the Lancia Delta is mettlesome and imposing, emphasised by its wing volumes and characterised by an imposing grille, an emblem of the brand. A finely sculpted bonnet and the smooth lines of the wing flow harmoniously to this point while the car’s dynamism is enhanced by a generous lower air intake that speaks volumes about the temperament of the Lancia Delta’s engine. Everything is made even more sporty and high-tech by innovative headlights, veritable gems of design and engineering, adorned by a row of LEDs at the lower profile.

The same dynamism is evident at the side, where the main theme is a high waist line and trapezoid-shaped rear pillar providing a natural support for the light-drenched Granluce roof with its clear nautical inspiration. This sun-roof takes up the entire surface of the roof (1.46 square metres) and features a total glass effect that also extends to the fixed finish elements. With its 0,7 m2 of glazed area, the Granluce offers outstanding brightness and sets the Delta at the top of its category for this attribute.

The car’s slender lines are complemented by chrome mouldings that blend ideally into the window seals and emphasise the Granluce sun-roof – and the colour contrast of the lower part of the opaque grey side member that reflects the two-tone colour scheme of the Granluce roof: a clear homage to Lancia tradition The two-tone livery so typical of great Lancia cars of the past now makes a comeback on the latest models through a laborious painting process (taking 6 hours longer than the conventional process): once it was a crafted feature within the reach of a few but now Lancia offers it throughout its range. Apart from anything else, Lancia’s venerable chromosomes seem to make it better equipped than others to meet the needs of customers who know about technology but are also aware of the value of tradition; who demand product substance but also exclusivity and prestige.

The generous glazed roof – with its pillars diverging in distinctive manner toward the rear – ends in a spoiler that blends perfectly into the original wraparound rear window that features an up-to-date design without any surround structure. And the same original styling is also evident at the rear, where tall LED tail-lights, an expression of cutting-edge technology, further enhance the Delta's elegant shape.

Refined, well-lit and innovative interiors

Like the exterior, the interior of the Lancia Delta represent the most advanced expression of Italian style due also to the quality of the materials and the particular attention to detail. The result is a well-lit, welcoming environment that promises unparalleled travelling comfort. As evidenced by the sound-absorbing roof (known as a Noise Absorbing Roof) produced using an innovative polyester-based material that ensures low noise-levels while in motion by reducing interior noise by 2 db.
And more: The Lancia Delta offers exceptional levels of light due to the oceans of glass at the sides and, where fitted, a huge Granluce sun-roof that occupies 80% of the total area. The result is an exclusive, roomy and protective environment: just as you would expect from the interior of a Lancia car. Fully in line with Lancia tradition, the front area is graced by soft surfaces trimmed with top-quality material - from leather to Alcantara® – and a substantial dashboard trimmed with Benova®, a superb and innovative polyurethane product that looks and feels like real leather (the product is registered by Benecke-Kaliko and so far has been used on top of the range models such as Maserati cars).

In detail, the Argento specification offers seats trimmed with ‘Carbony 3D’ three-dimensional high-tech cloth combined with Alcantara® inserts that enhance the contrast between top quality and high-tech materials. The seat is also complemented by a soft-touch microlux band. The Oro and Platino versions feature an elegant combination of Alcantara® and grosgrain leather on the bands that makes the Lancia Delta even more unique (it is the only car in its category to offer such top quality hide as standard). Leather strips are also stitched into the Alcantara® part to emphasise the car's crafted finish and enhance the design of the seat by making it look more original and exclusive. Lastly, as an option, customers can choose Poltrona Frau® grosgrain leather combined with a very high-tech silver top-stitching that mirrors the ChromeShine finish of the central console, steering wheel and gear knob: this touch of exclusivity combines Lancia class with the sophistication of Poltrona Frau®, one of the most famous Italian designer labels in the world. And there is more: The Lancia Delta is the only car in its segment to offer the top-quality beige Poltrona Frau® option with exclusive maroon contrast piping.

Another particularly attractive feature is the central console that seems to float on the underlying surface that some fantastic high-tech plate. This ideal superimposition is further emphasised by an original white light that emerges from the console and illuminates the inventive 3-D look keys. All parts used for driving – console, steering wheel, climate control and infotainment features display the same colour treatment and material use, with a high-tech metallic effect that is evident on the central console (through the use of Chrome Shine paint) and extends to the entire dashboard to emphasise the operational importance of these parts.

The unmistakeable Lancia class is also evident in the chrome detailing on the controls: climate control system and radio knobs, door handles and console keys. In the same way, the new Delta steering wheel adds a modern twist to the historical four-spoke version while the same formal language is taken up by the stylish gear knob. The seats are enhanced by the presence of the Lancia crest on the head-restraints, hot-stamped with a 3-D silicone injection (as on a Ferrari or Maserati). The Delta is the only car to offer this feature as standard on all specifications to underscore its distinguished nature.

Rear seat passengers will also enjoy the greatest comfort and well-being. Partly because the seats, veritable armchairs, ensure outstanding comfort and partly because the rear passenger room offered by the new Lancia range-leader (which boasts a wheelbase of two metres and 70 centimetres) is the best in its segment. The lounge-like feel of the passenger compartment is enhanced by a sliding rear seat with reclining backrest (it can be tilted to 25°) that allows the already spacious boot (380 litres, 465 with the sliding rear seats) to be increased or it can be pushed back and tilted for total relaxation, like a business class seat on an intercontinental flight. It is worth stressing that the Lancia Delta is the only hatchback saloon to offer the option of adjusting the rear seat backrest and sliding the seat.
The versatility of the luggage compartment is enhanced by a Magic Back Box, in other words a special surface that allows an ultra-handy absolutely level and continuous load platform to be created by folding the rear seats flat. The system can also always be used as a hidden compartment for fragile or valuable treasures.

Engines built for style and temperament

All the power units are produced by FPT – Fiat Powertrain Technologies, the Fiat Group sector that is responsible for all the activities necessary for innovation, research, design and production of engines and gearboxes for every type of application: From cars to industrial vehicles; boats to agricultural vehicles. With approximately 20,000 employees, 15 plants and 10 research centres in seven different countries, this sector is one of the most significant enterprises in the power unit field anywhere in the world. Within FPT – Fiat Powertrain Technologies, approximately 3000 highly specialized engineers are engaged in the development and engineering of innovative technologies. More than 40 patents filed each year confirm the quality and seriousness of this undertaking, making FPT – Fiat Powertrain Technologies a great centre of technological excellence and continual innovation.
Innovative, environmentally-friendly engines
120 bhp 1.6 Multijet

The Lancia Delta is fitted with the new 1.6 Multijet, 16 valve engine, or latest generation turbo diesel engine with Multijet, multi valve technology that confirms the technological excellence of the Fiat group in the field of diesel engine design and development.
The lively 1.6 l engine, available in a 120 bhp version, complements the range of power unit produced by FPT - Fiat Powertrain Technologies that includes 1.3, 1.9 and 2.4 litre capacities. In particular, the new engine ideally combines the winning attributes of Multijet turbodiesel engines with tax breaks and other advantages deriving from the downsizing design philosophy. This engine is therefore the ideal solution for those who seek an effective l compromise between respect for the environment and low running costs without relinquishing power and flexibility for authentic driving satisfaction.

In detail, the 1.6 Multijet improves on performance, comfort, emissions – it is Euro 5 Ready – and running costs compared to the tried and tested 1.9 Multijet 120 bhp unit – it is Euro 5 Ready – while also offering considerable benefits: For the same power output, the engine offers nearly 25% more torque (300 Nm at 1500 rpm) and 8% less fuel consumption (measured over a Nedc cycle). All this with considerably improved driving satisfaction, due above all to respectable torque values are low speeds. These aims have been achieved through a comprehensive optimisation of combustion that exploits the potential of the engine's new injectors to the full.

The 1.6 Multijet offers exceptional torque delivery in absolute terms, which is all the more impressive when one considers the cylinder capacity: a torque of 300 Nm makes this engine a performance leader amongst power units with capacities less than or equal to 1.8 litres If within consider specific torque (i.e. divided by cylinder capacity) the 1.6 is the highest performing engine in its category up to power outputs of 200 bhp, with the sole exception of supersport power units. And more. If we take into account that the maximum torque is delivered at just 1500 rpm, we are able to immediately appreciate the extent to which the 1.6 Multijet represents a revolution compared to present-day diesel engines: No other the engine, however recent, can offer such a high torque delivery at such a low RPM. All things considered, the new 1.6 Multijet offers exhilarating driving satisfaction that is difficult to match. This achievement is also borne out by the acceleration values (from 0 to 100 km/h in just 10.7 seconds) and the top speed (194 km/h).

Combining the new injection system with new-generation variable geometry turbo engines also complete an absolutely outstanding technological picture.

In the same way, the 120 bhp 1.6 incorporates the most advanced exhaust gas treatment technologies, namely a Close Coupled Diesel Particulate Filter and an integral EGR (Exhaust Gas Recirculation) system that improves control of temperature and gas flow, simultaneously guaranteeing lower emissions and reduce fuel consumption. This set of solutions ensures the power unit is Euro5-ready well ahead of the date on which the regulation enters into force: This is the best example of the great commitments made throughout the Fiat group to ensure environmentally-friendly mobility.

The 120 bhp 1.6 Multijet engineers combined with a six-speed Manual gearbox that, ensures lower RPM particularly at highway on motorway speeds, with the twofold advantage of less noise in the passenger compartment and a reduction in true fuel consumption.. A six-speed robotised gear box will also shortly be available that responds to the growing need for automatically controlled gearboxes for increased driving comfort particularly over an urban cycle while also guaranteeing a further improvement in fuel consumption compared to the manual gear box.

A Lancia Delta with the new 1.6 Multijet engine or does not need its first service until 35,000 km, with a reduction of 25% of the costs of ordinary maintenance (calculated for the distances of 90.000 km or 100.000 km, that are most common for long-term hire contracts ).
120 and 150 bhp 1.4 turbojet

The Lancia Delta offers its customers new 1.4 litre turbocharged Turbo Jet petrol engines that are distinguished by their performance, alacrity of throttle response, low fuel consumption, simple construction, sturdiness and reliability.

The new 1.4 16v turbo is available as two alternatives: the first is more sporty with 110 kW (150 bhp) of maximum power achieved at 5500 rpm while the second is more of a touring car, developing 88 kW (120 bhp) at 5000 rpm. Both offer a maximum torque of 206 Nm (the 110 kW at 2250 rpm and the 90 kW at 1750 rpm). Driving flexibility is therefore high, with reduced use of the gearbox for a satisfying, relaxed drive, though all you have to do to achieve a more beefy response is to press you foot on the throttle. This is aided by the low inertia of the turbocharger that makes it possible to obtain maximum performance from a throttle command, without the annoying lag typical of this type of engine. All this sportiness also comes with very frugal fuel consumption.

The engine is also very reliable, guaranteed by the hundreds of thousands of kilometres covered by the prototypes during the development stage, combined with thousands of hours on static and dynamic test rigs. The scheduled maintenance interval is 30,000 km, without any need for an intermediate service. The oil/water heat exchanger guarantees these results The oil filter is environmentally friendly.

A computerised engine control system manages all functions by means of sophisticated mathematical algorithms. The throttle control is drive-by-wire without any mechanical connection so that the driver can obtain the desired response from the engine, i.e. smooth or sporting, always with the greatest energy efficiency.

It should also be remembered that the 1.4 Turbo Jet family applies the downsizing philosophy: the adoption of a new-generation turbocharger, combined with a smaller capacity engine, allows us to achieve performance levels that are comparable to or even better than higher-capacity power units, but with lower fuel consumption and emissions. And more: The presence of the turbo significantly increases the maximum torque, making is available at a lower RPM, but the results of offering greater flexibility and an unrivalled response compared to conventional aspirated engines. All this comes with an essential construction simplicity that benefits the strength and reliability.

165 bhp 2.0 Multijet (Euro 5)
The new 2.0 165 bhp MultiJet constitutes a natural evolution of the 1.9 Multijet from the viewpoint of performance (with an increasing torque and power) and also of emissions (compliance with the limits imposed by the Euro 5 directive due to enter into force in one year).

In detail, the increase in cylinder capacity was achieved by increasing the bore from 82 mm to 83 mm. The solution, combined with a new variable geometry turbo, means that this engine will take up a position at the top of the market. All this comes with very frugal fuel consumption: over a combined cycle the car uses just 5.3 l/100 km.
The compression ratio has also dropped from 17,5:1 to 16,5:1 (in this way it’s been possible to obtain a consistent decrease in Nox levels) while, compared to the 1.9 Multijet, the new power unit uses a new type of low voltage spark plug that allows starts-ups with minimum pre-heating times.

Last but not least, compliance with Euro 5 is guaranteed by the use of a close-coupled DPF (CCDPF) and an advanced exhaust gas recirculation system (EGR) with all subcomponents packed into one small element (EGR module).
190 bhp 1.9 Twin Turbo MultiJet (Euro 5)

This new power unit, derived from the 1.9 Multijet, offers significant new technical and performance features. The first distinctive feature of the 1.9 Twin Turbo MultiJet is its adoption of two turbochargers: One compact, low inertia unit to ensure a prompt and vigorous response from lower speeds, and one larger one to provide a very high power output. The solution allows record-breaking performance, as evidenced by a maximum power of 190 bhp and a maximum torque of 400 Nm at 2000 rpm. It should be noted that the high torque delivery (approximately 100 bhp/litre) is a value so far reserved for out-and-out sporty petrol engines. An even more interesting statistic is the availability of no less than 300 Nm of torque at just 1250 rpm: this translates into an extremely ready response to any demand from the customer and allows a truly gratifying drive in all situations.

This extraordinary performance comes courtesy of a twin turbine system - hence the name Twin Turbo - that allows a powerful turbine (designed for high speeds) to be combined with a smaller turbine that allows an immediate by the response and delivery of torque without annoying and detrimental turbo lag Due to continuous control of both turbines, the 1.9 Twin Turbo Multijet is therefore able to deliver a very high performance and at the same time give customers the perception that the engine is always in traction and completely free of turbo lag

The operating strategies of both turbines are given below:

* below 1800 exhaust gases operate only the small turbine that ensures a prompt response and sufficient power for low rpm levels. The larger turbine turns at its minimum operating speed and does not hinder the passage of gases
* Between 1800 and 3000 rpm, based on the operating conditions and the drivers demands, the large turbine begins to work, compressing the air that then passes through the small turbine that guarantees an appropriate turbocharging pressure and a rapid response
* Above 3000 rpm, the smaller turbine is
* excluded because the larger turbine is in optimum working conditions and is able to express all its power: In this case the air is compressed only by this turbine and maximum performance is achieved

200 bhp 1.8 Twin Turbo Jet (Euro 5)

The Lancia Delta range will be completed by a powerful 200 bhp 1.8 Di Turbo Jet engine combined with an automatic 6-speed transmission.

To guarantee high power, considerable flexibility and sparkling delivery, the new power unit introduces direct injection of petrol and turbocharging by means of a turbo charger and twin variable valve timing on the exhaust and intake. The combination of these different technological solutions offers the customer considerable advantages, for example direct injection makes it possible to achieve lower fuel consumption in relation to the performance delivered by the power unit. The turbocharging also allows rapid pick-are due to a particularly favourable torque curve. The adoption of a twin variable valve timing system makes it possible to recirculate gases internally, making it possible to achieve Euro 5 emission limits.

It should be emphasized that the combination with an automatic six-speed transmission further enhances the Lancia Delta’s qualities of flexibility and fast pick-up making the car a very smooth drive in accordance with customers’ tastes and making it possible to adapt to both a comfortable and a sporty driving mode.
Slick, reliable gearboxes

It will come as no surprise to learn that a model as innovative as the Lancia Delta also comes with state-of-the-art gearboxes. The gearbox, after all, is crucial in determining driving satisfaction and comfort. The new vehicle adopts three versions (manual, robotised and automatic), all with six-speeds.

The detailed gearbox-emption matches are shown below:

* M32: manual, 6-speed for the 120 bhp and 150 bhp 1.4 T- Jet units
* C530: manual, 6-speed for the 1.6 Multijet 16v engine
* M32: Robotised, 6-speed for the 1.6 Multijet 16v engine (available shortly)


The M32 and C530 gearboxes share a dual cable external mechanism that ensures slick manoeuvres and noiselessness without transmitting mechanical vibrations through the linkage. The details: The new-generation external linkage is technologically advanced due to the extensive use of high-performance technopolymers used to guarantee the various qualities of strength, weight and self-lubricating capability. Bench testing under extreme weather conditions also guided the development of materials, couplings and processes to ensure product toughness and reliability. The new linkage was also designed to ensure system and performance characteristics of maximum comfort and manoeuvrability. To achieve greater comfort through maximum mechanical filtering action, a new distribution pattern was adopted for a inertia mass distribution that is strongly shifted toward the gearbox.

The quality and reliability of these components is also guaranteed by the great care taken at the assembly stage, when each component is pre-tested and electronic measurements are carried out on the parameters that define efficiency, flexibility and clearance.
M32, six-speed gearbox for the 120 bhp and 150 bhp 1.4 T- Jet units

Increased acoustic comfort, lower shift effort even when cold and greater gear engagement precision. These are the benefits offered to the motorist by the M32 gearbox (transverse configuration with two shafts in a cascade and differential) that underwent improvements to the following parts before fitting to the Lancia Delta: gears, synchronisers, lubrication, inner gear linkage and clutch control.

Available with six speeds for the 1.4 petrol family, the device adopts a gear linkage that features a selection travel limiter to safeguard more effectively against involuntary engagement of reverse and increase fifth and sixth gear engagement precision.

The gearbox offers the following noteworthy technical features: the gear casing and clutch casing have been optimised in terms of lightness and noise absorption though FEM (Finite Element Method) computing techniques. The first and second gears, i.e. those most commonly used by motorists, come with dual cone synchronisers that require 40% lower engagement effort than a conventional single-cone type. The internal gear control system is on four selection planes with a central positioned and runs on bearings. Lubrication is dynamic, with oil flows channelled through holes in the casings. The advantages include: lower wear and higher efficiency during torque transmission and low temperature manoeuvrability.
M32, robotised 6-speed gearbox for the 120 bhp 1.6 Multijet unit

A six-speed robotised gearbox – known as a ‘SELECTRONIC’ will also shortly be available that responds to the growing need for automatically controlled gearboxes for increased driving comfort particularly over an urban cycle while also guaranteeing a further improvement in fuel consumption compared to the manual gearbox.

C530 6-speed gearbox for the 120 bhp 1.6 Multijet unit
The 1.6 Multijet engineers combined with a C530 gearbox (6-speed manual gearbox) that, ensures lower RPM particularly at highway on motorway speeds, with the twofold advantage of less noise in the passenger compartment and a reduction in true fuel consumption.. In detail, the C530 gear box is remarkable for its configuration with two shafts in a cascade formation with a differential and for its slick silent shifting. Baulk-ring Borg-Warner type synchronisers are also fitted to all forward speeds and reverse is also synchronised. On the first and second speed, the synchroniser is also triple cone. On the third, fourth, fifth and sixth speed, the synchroniser is single cone. The gear linkage also features a syringe to has on D passenger compartment lever knob two inhibits involuntary engagement of reverse and the dealing kitsch is operated by a metallic double Bowden cable system with anti-noise devices. The clutch control is also hydraulic to reduce operating efforts, while lubrication is carried out dynamically, to ensure less wear and improved torque transmission performance and manoeuvrability even at low temperatures.
Two new gear boxes in the coming months

To coincide with the introduction of new Lancia Delta engines, the following gearboxes will be available after the launch:
-F40: Manual, 6-speed for the 190 bhp 1.9 Twin Turbo Multijet (Euro 5) and 165 bhp 2.0 Multijet (Euro 5)
- Aisin: 6-speed, sequential, automatic for the 200 bhp Di Turbo Jet (Euro 5)

This particular gearbox offers the distinctive feature of being a compact, light gear box that has been designed with particular attention to reducing fuel consumption: On the one hand, the use of low friction oil has made it possible to increase efficiency while on the other hand the sixth speed has been calculated to ensure it is particularly effective for motorway driving.

Sophisticated management software makes it possible to identify the various road conditions and adapt handling by means of the following functions braking assist, radio recognition, cornering, desire for a sporty drive or comfort.

Driving satisfaction has also been further emphasized by the option of choosing ‘Winter’ ‘Norm’ and Sport’ in automatic mode in addition to Manual mode (TIP).
SURSA

Tudoreeee, bani sa-mi dai si nu citesc tot romanul de mai sus

Totusi suntem pe un forum romanesc. Nu era bai daca puneai si tu un mic rezumat in romana si pe urma linkul spre sursa in engleza.

Pai cand o sa apara ceva pe site-urile romanesti...pana atunci...

foto, video si text in romana

http://www.promotor.ro/noutati-auto-masini...oficial-2686282

Hai cui nu-i place?

E frumusica, dar masina asta nu-mi spune Lancia Delta

mie nu-mi place

prea complicata ca design, e un fiat bravo mutilat, interiorul nu imi place si... e lancia

si eu care credeam ca ssang-yong face masni urate...
Daca i-ar pune sigla de ssang-yong nici nu as stii ca e lancia.

Mi se pare oribila masina........

Io nu vad masina asta preparata si pusa pe pista sa faca istorie ca si predecesoarea sa......

Altfel....pretty ugly. Din toate pozele alea, mie numa' gajica imi place. In rest.....

nici ca se putea mai bine

seamana cu seat
imi place mult! surprinzator pentru Lancia

Eu nu vad masina care sa nu fie preparata.Pai uite ...Laceti, fabia.Plus ca Bravo pe care e facuta Delta e deja prin raliuri.

mirifica aratare... leduri, leduri si iar leduri... saraca.....

Pentru mine Delta HF Evoluzione e cea mai frumoasa masina din toate timpurile.
Macar stiti vechiul model Delta? Simtiti in ce consta frumusetea lui?

Daca s-ar fi mers p-o "interpretare" a clasicului (vezi Mini), ar fi iesit ceva de vis. Asa a iesit inc-o porcarie de "masina" moderna.

Am vazut masina asta pe strada in Torino. Nu inteleg cum e posibil, din cate stiu eu nu a fost lansata... ma rog. Era crem + visiniu inchis.
E absolut superba! Intr-adevar nu are nimic din vechea Delta, dar e foarte frumoasa. Iti sare in ochi, nu ai cum sa n-o remarci.
Dintre modelele "moderne" lancia asta e singura care-mi place.

Muttley:Incearca sa pleci cu gandul ca stim.Macar din respect asa.Daca poti.

Nu am eu 40 de ani dar mi-am umplut copilaria cu alte masini decat s-class bmw ursulet seria 7 si dodge viper.

Pentru mine cea mai frumoasa Lancia e Stratos.Cand eram mic aveam un poster mare cu Stratos Alitalia.

Au incercat cu Thesis ceva mai retro si nu le-a iesit pe placul publicului.Lancia e in reconstructie, si asta e un pas inainte de la...Lybra.

Daca privesc orice coleg de forum cu lipsa de respect cred ca ii dau in cap de fiecare data cand nu ne coincid parerile.

Spre exemplu eu nu inteleg cum vede Klaus ca-i un fel de ssang-yong .Nu-l intreb daca are habar de Lancia....Asa vede...treaba lui.

Lancia nu a contat niciodata la vanzari, nici Alfa. Aia barem scot masini mai reusite, dar ca marci nu reprezinta nimic...cred ca volumul de vanzari nu reprezinta nici 5% din vanzarile Fiat.

Nu am putut gasi o statistica oficiala a numarului de inmatriculari Lancia in Romania. Cred ca tinde la zero. Poate ma lumineaza cineva de ce motoarele alea de 1.4 au 150 CP ? or fi aspirate sau turbo

Nu pica bine numele modelului Delta la aceasta lancia. Chiar nu aduce de loc a delta care era printre cele mai tari masini odata. Pacat...

Astept ziua cand Lancia se va reintoarce in raliuri. Sper sa se intample asta intr-o zi....

Chiar daca se va intoarce in raliuri, un client obisnuit va trebui sa se multumeasca cu o copie confortabila si mult mai putin performanta.
Niciodata nu se vor mai produce in serie (cu toate ca japonezii de la Subaru si Mitsubishi se incapataneaza sa faca asta), masini care le poti cumpara de la dealer si sa te duci cu ele la curse, asa cum a fost Lancia Delta Integrale.
(regula de atunci in raliuri era ca, un model ca sa fie inscris in campionatul modial, trebuia sa fie de serie, asta insemnand ca un numar de masini similare sa fie disponibile publicului larg)

FIAT sunt cei care dicteaza la Lancia. Iar pregatirea unei echipe de WRC consta enorm. Nu stiu daca FIAT va aloca bugetul necesar, dar eu continui sa sper.
In ceea ce privesc masinile de strada, Lancia ar trebui sa fie peste Alfa, dar sub Maserati. Clar, marca premium. FIAT ar fi bine sa se straduie sa faca Lancia profitabila. Altfel, mai bine desfiinteaza marca.

PS: Imi place foarte mult Thesis. In Austria am vazut destul de multe Ypsilon. La noi va fi destul de greu: lumea stie de masina nemteasca.

Scuza-ma ca-ti spun, dar designul Lancia din ultimii ani, e cel putin indoielnic, iar faptul ca e Fiat in spate, e o nota proasta la capitolul fiabilitate.
Si eu as prefera ceva nemtesc daca ar fi sa aleg.

Pai si cum o fac profitabila?Folosesc platformele fiat si fac masini care sa ocupa o zona originala.

Majoritatea masinilor din gama se adreseaza unor clienti total diferiti de cei pe care ii vizeaza cei mai multi constructori.

Eu cred ca daca nu poti sa spui ca arata bine poti sa afirmi ca e o masina cu stil.Lancia are multi fani pentru stil(eu cred ca asta arata ca o lancia, fie ca e un Bravo redesenat), si pentru istoria in competitii.Partea asta trebuie reafirmata, dar intr-o masina de serie nu cred ca aveau succes daca o faceau.(ca numar de vanzari)

Daca un Leon e considerat o masina sportiva(ma refer la imagine ca la partea dinamica e clar ca e foarte sportiva), cat de mare e distanta catre o varianta mai sportiva daca se vrea?[attachmentid=1627454275][attachmentid=1627454274]

Dar e pentru un sector care prefera o compacta dar care are ceva pretentii premium.Vreau cateva compacte premium care sa nu arate de parca se transforma intr-un robot.

Eu cred ca nu trebuie sa fim asa radicali doar vazand niste poze.Fiecare masina are un public tinta, daca ajungi sa o compari cu un Golf, cu siguranta nu esti clientul tintit.

Mi se pare(nu vreau sa par ca fac pe genialul) sau clientul roman nu prea are o orientare clara cand vrea ceva, multi se gandesc la un Passat, dar pana la urma iau un Focus, unii vor Logan dar isi iau Seria 5 la SH.

Nu pricep de ce au numit-o Delta...Nu are nici cea mai mica legatura cu ce a fost odata.Nici mie nu imi place.
Vis a vis--nota 20 pentru poza.E mai mult decat superba.

Care poza???

Fata mai merge, dar spatele e urat rau de tot.

ei uite ca mie tocmai spatele imi place si mai degraba de fata as spune ca e nereusita, spatele e in stilul lor, la fel e si ypsilon sau cum se numeste aia mica de la ei pe care o vopsesc in doua culori, aducce oarecum cu spatele de la masinile de prin ani 40 , nus dar are clar ceva ce ma atrage

Lancia pentru mine inseamna

Stratos







037






S4






Delta HF






Adica masini ce au scris istorie prin inovatiile pe care le-au adus. In loc sa incerce sa faca ceva asemanator Lancerului Evo sau Subarului STI, ei creaza cotet(z)e care nu au nimic de a face cu istoria lor. Pacat .

Are totusi niste linii frumoase. Nu e chiar o compacta. Pare masiva. O compacta premium. Grila e urata. Imi place mai mult cea din anii '90.

DAR s-a indepartat de ce inseamna Delta. Nu merita numele asta. Putea sa-i spuna Aurelia sau altceva, dar nu Delta.

Si daca tot ziceam ca e mare:



sursa: worldcarfans.com

http://www.thedeltaproject.eu/index.jsp?sez=13

E frumusica... grila parca nu se potriveste... si e prea masiva, dar incepe sa-mi placa

Stiu ca e noua linie Lancia, dar spatele parca ar fi de Murano (mi-am dat eu seama intre timp )

Am vazut azi una, exact ca in poza de mai sus. Este prima data cand vad noul model live. Imi place foarte mult. Dupa gusturile mele, arata foarte bine.
As mai fi lucrat-o putin la spate, dar as lua chiar si asa.

Originalul

nu e o masina superba, dar cum s-a spus mai sus are stil, intr-adevar se poate vedea ca e un bravo redesenat, insa e ceva nou, inedit, cu un aer usor exclusivist. iar motorul ala de 1.9 190cp, chiar daca e diesel, il are pe vino-ncoa.

Ca sa zic asa, "originalul" imi place chiar mai mult, insa la acea vreme altul a fost targetul "originalului".

am si mers cu ea!a luat-o un prieten la drive test!mie unul mi-a placut mult de tot!singurul lucru care nu mi-a placut e ca polita spate scotea zgomot la fiecare groapa si masina avea vreo 7000 de km la bord!in rest mi s-a parut ok..interiorul placut....bancheta spate era cam neconfortabila....puterea ok ...dar nu mi-as lua-o la banii aia clar!

Pai daca ti-a placut, in cazul in care ti-ai permite-o, de ce nu ai lua-o?

Sa nu spui ca in aceeasi bani ti-ai lua masina germana, ca innebunesc.

pai dupa parerea ta cam cat costa?


6 Feb 2009, 18:16:
asta pe care am condus-o era 27000 de euro!nu pot vorbi dps "daca mi-as permite-o" deoarece nu mi-o permit!

cam scumpa insa pt cineva care vrea ceva mai deosebit ..