Lancia & C. Fabbrica Automobili was founded on 27 November 1906 in Turin by Fiat racing drivers, Vincenzo Lancia (1881-1937) and his friend, Claudio Fogolin (1872-1945). The first car manufactured by Lancia was the "Tipo 51" or "12 HP" (later called "Alfa"), which remained in production from 1907 to 1908. It had a small four-cylinder engine with a power output of 28 PS.  In 1915, Lancia also manufactured its first truck, the Jota.

Vincenzo died of a heart attack. His wife, Adele Miglietti Lancia, and his son, Gianni Lancia, took over control of the company. They persuaded Vittorio Jano to join as an engineer. Jano had already made a name for himself by designing various Alfa Romeo models, including some of its most successful race cars ever such as the 6C, P2 and P3.

Lancia now is a subsidiary of FCA Italy S.p.A., which is currently a Stellantis division. The present legal entity of Lancia was formed in January 2007 when its corporate parent reorganised its businesses, but its history is traced back to Lancia & C., a manufacturing concern founded in 1906 in Torino by Vincenzo Lancia and Claudio Fogolin. It became part of Fiat in 1969.

Lancia is renowned in the automotive world for introducing cars with numerous innovations. These include the Theta of 1913, which was the first European production car to feature a complete electrical system as standard equipment. Lancia's first car adopting a monocoque chassis – the Lambda produced from 1922 to 1931 - featured 'Sliding Pillar' independent front suspension that incorporated the spring and hydraulic damper into a single unit (a feature that would be employed in subsequent Lancias, up to the Appia that was replaced in 1963). In 1948, the first 5-speed gearbox was fitted to a production car (Series 3 Ardea). Lancia premiered the first full-production V6 engine, in the 1950 Aurelia, after earlier industry-leading experiments with V8 and V12 engine configurations. It was also the first manufacturer to produce a V4 engine. Other innovations involved the use of independent suspension in production cars, and rear transaxles, which were first fitted to the Aurelia and Flaminia range.

dilambda

The Lancia Dilambda is a passenger car produced by Lancia between 1928 and 1935. The car was officially presented in Paris Motor Show in 1929. The car has 4 litre V8 engine with 24 degree V angle.

Three versions of the Dilambda were built:

• First series, produced between 1928 and 1931, total 1,104 built.
• Second series, produced between 1931 and 1933, total 300 built. Modified gearbox and brakes.
• Third series, produced between 1933 and 1935, total 281 built. Modified chassis for more aerodynamic style, it was built only with long wheelbase.

As one of the earliest cars to be produced, the Lancia Dilambda paved the way on creating a hallmark and awesome reputation that the Italian car brand still holds today! When it comes to size, the Lancia Dilambda was actually the largest car that Lancia has ever produced. With a wide body and a heavy engine, Lancia was able to cement its position as a car manufacturing heavyweight during the time of the Dilambda’s release (this was during the late 1920’s). Perhaps one of the best contributions that the Dilambda has done for Lancia is its style. This car can be designated the start of Lancia’s focus on automobile design – an art philosophy that continued to grow and excel throughout the next decades.

astura

The Astura broke Vincenzo Lancia's ambition to name its cars after the Greek alphabet. After 1922, when the Fascist party of Benito Mussolini won the elections, a strong nationalist movement conquered the country. Lancia thought that it would be wiser to use the name from an Italian island, where ancient Roman villas were built.
The Astura was offered either as a complete vehicle or as a chassis. It was usual for the carmakers to do that, and for the customers to hire coachbuilders to finish their vehicles. The 1933 model was offered as a complete car by Lancia. It was a sedan with four doors that offered enough interior room and style to be considered a premium vehicle. 

1945-1953  ardea

1953-1963 appia 

lancia aurelia pf200 c spider by pinin farina

At the Turin Motor Show in the spring of 1952, Pinin Farina debuted a new concept car built on a Lancia B52 Aurelia chassis alongside their freshly redesigned Nash-Healey. The B52 chassis is notable in that only 98 examples were constructed, and all were sent to bespoke coachbuilders for one-off or limited-run production. Pinin Farina’s new Aurelia was abundant with Jet Age styling cues and featured a protruding circular nose with a large chromed bezel, reminiscent of the intake of an F-86 Sabre fighter plane. A raked windshield, pontoon-style fenders, and uninterrupted beltlines led to a finned tail that had six individual exhaust tips emerging immediately above the rear bumper.

With a fire at the Pininfarina factory reportedly destroying a fair amount of documentation, including the individual records of the PF200 examples, definitive original sources regarding the model are scant, but it is believed that no more than a total of eight cars were produced, with perhaps just over half of those surviving today.

The engine is a  90 bhp 1,991 cc DOHC V-6 engine with dual Weber 32 DR7 SP carburetors, four-speed manual rear-mounted transaxle, four-wheel independent suspension, and four-wheel hydraulic drum brakes. Wheelbase: 114.5 in.

flaminia

The Lancia Flaminia (Tipo 813/823/824/826) is a luxury car produced by Italian automaker Lancia from 1957 to 1970. It was Lancia's flagship model at that time, replacing the Aurelia. It was available throughout its lifetime as saloon, coupé and cabriolet. The Flaminia coupé and convertible were coachbuilt cars with bodies from several prestigious Italian coachbuilders. Four "presidential" stretched limousine Flaminias were produced by Pininfarina for use on state occasions.

There were 12,633 Flaminias sold over 13 years.^[3] Coupés outsold the four-door saloon, an unusual occurrence otherwise seen at the time only in American compact and midsize models whose coupé versions were standard factory models that cost the same or less than the sedan, while the Flaminia coupés' coachbuilt bodies made them considerably more expensive than the limousine-like Berlina.

The Flaminia was named after the Via Flaminia, the road leading from Rome to Ariminum (Rimini). This respected the established Lancia tradition of naming individual models after Roman roads. The Flaminia's engine was an evolution of the world's first production V6, which was introduced in the Aurelia.

Flaminia Coupé Speciale is a one-off coupé built in 1963 and designed by Tom Tjaarda at Pininfarina, based on the short chassis 2.8 litre triple carburettor model.

flavia

The Lancia Flavia (Tipo 815/819/820) 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 and introduced in major European markets during the next twelve months. Coupé and convertible versions developed by Pininfarina and Vignale quickly 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 Via Flavia, Roman road leading from Trieste (Tergeste) to Dalmatia. The Lancia Flavia was developed by Antonio Fessia in the late 1950s.

Initially 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, and 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 lightweight 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 Flavia was revised and renamed the Lancia 2000 in 1971. As with the Flavia 2000, the 2000 was only made with Pininfarina coupe and Lancia sedan bodies.

In 2011, Fiat announced that the Chrysler 200 convertible would be sold in Europe (LHD markets only) by Lancia under the Flavia name from early 2012.

fulvia

The Lancia Fulvia (Tipo 818) is an automobile produced by Lancia between 1963 and 1976. Named after Via Fulvia, the Roman road leading from Tortona to Turin, it was introduced at the Geneva Motor Show in 1963 and manufactured in three variants: Berlina 4-door saloon, 2-door Coupé, and Sport, an alternative fastback coupé designed and built by Zagato on the Coupé floorpan. Fulvias are noted for their role in motorsport history, including a 1972 win of the International Rally Championship.

The Fulvia Berlina was designed by Antonio Fessia, to replace the Lancia Appia with which it shared almost no components. The Appia was a rear wheel drive car, however, while the Fulvia moved to front wheel drive like the Flavia. The general engineering design of the Fulvia was identical to that of the Flavia with the major exception of the engine, the Flavia having a four-cylinder horizontally opposed engine and the Fulvia a 'Narrow Angle' vee configuration as featured on most production Lancias from the Lambda.

The Fulvia Coupé was a compact two-door, three-box coupé introduced in 1965. Like the saloon it was designed in-house by Piero Castagnero, using wheelbase 150 mm (5.9 in) shorter than its sedan counterpart. As the last Fulvia model to be discontinued, the coupe was ultimately replaced in 1977 by a 1.3-litre version of the Beta Coupé.

fulvia hf competizione

1969

The Lancia Fulvia HF Competizione, is a concept car designed by Tom Tjaarda and built by Ghia which was presented to the public in 1969 at the Geneva and Turin motor shows.

The project was born from an idea of ​​Alejandro De Tomaso, who at the end of the 1960s thought he could attract Ford’s attention by making the American manufacturer believe that Lancia could be a concrete rival of the Ferrari brand. De Tomaso’s goal was actually to become the CEO of Lancia once it was bought by Ford.

To make the Fulvia HF Competizione a real racing car as well as an everyday Granturismo, aluminum was used for the construction of the frame. The chassis, very similar to that of the traditional Fulvia, was modified by De Tomaso to position the 1.6-liter V4 30 mm lower in order to improve the dynamic behavior of the car.

This one off  car was even tested in 1970 for a potential run at the 24 Hours of Le Mans but that never came to be.

stratos zero concept

The Lancia Stratos Zero (or 0) preceded the Lancia Stratos HF prototype by 12 months and was first shown to the public at the Turin Motor Show in 1970. The futuristic bodywork was designed by Marcello Gandini, head designer at Bertone, and featured a 1.6 L Lancia Fulvia V4 engine. The Lancia Stratos HF Zero was exhibited in Bertone's museum for many years. In 2011, it was sold during an auction in Italy for €761,600. It has been displayed in the exhibit "Sculpture in Motion: Masterpieces of Italian Design" at the Petersen Automotive Museum in Los Angeles. It was at the High Museum of Art in Atlanta at the "Dream Cars" exhibit in 2014, on loan from the XJ Wang Collection of New York City.

The car's body is wedge-shaped and finished in distinctive orange. It is unusually short in length (3.58 m) and height (84 cm), and it shares little with the production version. The Zero appeared in Michael Jackson's 1988 film Moonwalker.

2000

The Flavia was revised and renamed the Lancia 2000 in 1971. As with the Flavia 2000, the 2000 was only made with Pininfarina coupe and Lancia sedan bodies. The Lancia 2000 and 2000 HF Coupé were an evolution of the Series II Flavia Coupé. The car's bodyshell was designed and made by Pininfarina. The interior was also designed by Pininfarina and bears a striking resemblance to that of the Ferrari 330 GT. The 2000 and 2000HF Coupé are considered to be some of the last true Lancia cars, designed before Fiat took control of the company in 1969. The cars do not suffer the corrosion problems associated with later generation Lancias and are generally regarded as being more resistant than contemporary rivals from other manufacturers.

In 2011, Fiat announced that the Chrysler 200 convertible would be sold in Europe (LHD markets only) by Lancia under the Flavia name from early 2012.

Fiat launched a take-over bid in October 1969. It was accepted by Lancia as the company was losing significant sums of money, with losses in 1969 being GB£20 million. This was not the end of the distinctive Lancia marque, and new models in the 1970s such as the Stratos, Gamma and Beta proved that Fiat wished to preserve the image of the brand it had acquired. Autobianchi, bought by Fiat Group just a year before, was put under the control of Lancia.

Starting from 1 February 2007, Fiat's automotive operations were reorganised. Fiat Auto became Fiat Group Automobiles S.p.A., Fiat S.p.A.'s branch handling mainstream automotive production. Simultaneously the current company, Lancia Automobiles S.p.A., was created from the pre-existing brand, and controlled 100% by FCA. In 2011, Lancia moved in a new direction and added new models manufactured by Chrysler and sold under the Lancia badge in many European markets. Conversely, Lancia-built models began to be sold in right-hand drive markets under the Chrysler badge.

In 2015 Lancia's parent company Fiat Group Automobiles S.p.A. became FCA Italy S.p.A., reflecting the earlier incorporation of Fiat S.p.A. into Fiat Chrysler Automobiles.^[13]

Despite doubts about the brand's future following the completion of the Stellantis merger in 2021, Lancia was made part of a joint group with sister companies Alfa Romeo and DS Automobiles, to develop new premium models for the 2024 model year.

beta series

The Beta (1972-1984) was made in several body styles, namely 4-door fastback saloon (Beta berlina), 4-door three-box, notchback saloon (Beta Trevi), 2-door coupé (Beta Coupé), 2-door targa (Beta Spider), 3-door estate (Beta HPE); a mid-engined sports car was also sold under the Beta name, the Lancia Beta Montecarlo.

 The choice of name symbolised a new beginning as it reflected the fact that the company's founder, Vincenzo Lancia (1881–1937), utilized letters of the Greek alphabet for his early vehicles — such as Alpha, Beta, Gamma, Delta, and so on. "Beta" had been used before, for Lancia's 1908 car and again for a 1953 bus. Lancia had previously utilized the first letter of the Greek alphabet, Alpha, but this was not chosen for the new 1972 Lancia due to the obvious confusion it might cause with Alfa Romeo.

All versions of the car came with DOHC engines, five-speed gearboxes, rack and pinion steering, fully independent suspension using MacPherson struts, both front and rear, with disc brakes on all four wheels. The front-wheel-drive models were available in a number of engine capacities ranging from 1.3 L to 2.0 L. Breathing was provided by a single Weber carburettor until fuel injection was introduced on late two litre HPE and Coupe models.

stratos

Lancia traditionally used the design house Pininfarina and had not used Bertone before. Bertone desired to create an opportunity for a relationship with Lancia and knew that Lancia was looking for a replacement for the aging Fulvia for use in rally sports. Bertone decided to design an eye-catching model to show to Lancia. Bertone used the running gear of a Fulvia Coupé which belonged to one of his friends and built a running model around it. When Bertone himself appeared at the Lancia factory gates with the Stratos Zero he passed underneath the barrier, to great applause from the Lancia workers.

Lancia undertook extensive testing with the Stratos and raced the car in several racing events where Group 5 prototypes were allowed during the 1972 and 1973 seasons. Production of the 500 cars required for homologation in Group 4 commenced in 1973 and the Stratos was homologated for the 1974 World Rally Championship season.^[5] The Ferrari Dino V6 engine was phased out in 1974, but 500 engines - among the last examples built - were delivered to Lancia. Production ended in 1975, when it was thought that only 492 were made. Powered by the Dino 2.4 L V6 engine that was also fitted to the rallying versions, but in a lower state of tune, it resulted in a power output of 190 PS, giving the road car a 0–100 km/h time of 6.8 seconds, and a top speed of 232 km/h.

stratos wrc victories

1 16º Rallye Sanremo1974 Sandro Munari Mario Mannucci

2 3rd Rally Rideau Lakes1974 Sandro Munari Mario Mannucci

3 18ème Tour de Corse1974 Jean-Claude Andruet Michèle Petit

4 43ème Rallye Automobile de Monte-Carlo1975 Sandro Munari Mario Mannucci

5 25th International Swedish Rally1975 Björn Waldegård Hans Thorszelius

6 17º Rallye Sanremo1975 Björn Waldegård Hans Thorszelius

7 19ème Tour de Corse1975 Bernard Darniche Alain Mahé

8 44ème Rallye Automobile de Monte-Carlo1976 Sandro Munari Silvio Maiga

9 9º Rallye de Portugal Vinho do Porto1976 Sandro Munari Silvio Maiga

10 18º Rallye Sanremo1976 Björn Waldegård Hans Thorszelius

11 20ème Tour de Corse1976 Sandro Munari Silvio Maiga

12 45ème Rallye Automobile de Monte-Carlo1977 Sandro Munari Silvio Maiga

13 20º Rallye Sanremo1978 Markku Alén Ilkka Kivimäki

14 26º RACE Rallye de España1978 Tony Carello

15 47ème Rallye Automobile de Monte-Carlo1979 Bernard Darniche Alain Mahé

16 21º Rallye Sanremo1979 Antonio "Tony" Fassina Mauro Mannini

17 23ème Tour de Corse1979 Bernard Darniche Alain Mahé

18 25ème Tour de Corse1981 Bernard Darniche Alain Mahé

20-30 hp

1911

The Lancia 20-30 HP (Tipo 56), later renamed Lancia Delta, is a passenger car produced by Italian car manufacturer Lancia during 1911. The Delta was based on the earlier 20 HP Gamma, with an enlarged engine. 303 Deltas were made in total, before it was replaced by the improved 20-30 HP Epsilon.

The Delta was built with two wheelbases, normal and short. The latter was destined for competition-oriented Corsa models, to be bodied as open two- or three-seaters.

The Delta was powered by a Tipo 56 side valve monobloc inline-four engine with a cast iron block. Cylinder bore measured 100 mm, and stroke 130 mm —up 20 mm from the Gamma's Tipo 55—for a total displacement of 4080 cc. Output was 60 hp at 1800 rpm, and the car could reach top speed of 115 km/h.

The transmission was a 4-speed gearbox with a multi-plate wet clutch. 

delta I

The first Delta (Tipo 831) was a five-door hatchback, designed by Giorgetto Giugiaro and released in 1979. Between 1980 and 1982, it was also sold in Sweden, Denmark and Norway by Saab Automobile, badged as the Saab-Lancia 600 to replace the retired 96 model. The Delta was voted the 1980 European Car of the Year.

The first generation produced between 1979 and 1994, the second generation from 1993 to 1999, and the third generation from 2008 to 2014. 

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 (1987 and 1991) and Miki Biasion (1988 and 1989).

The Lancia Delta S4, which the works team ran immediately 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 specifically for rallying, and was entirely different from the mass-produced consumer versions.

In October 1985 Lancia unveiled alongside the road-going Delta S4 a new version of the HF, renamed Delta HF turbo in view of the four-wheel-drive HF début awaited after the next summer. To address some criticisms the car was given less subdued styling features and more generous equipment to differentiate it from the other Deltas: red "HF turbo" scripts on the grille, the side skirts and the rear hatch, a three-spoke sport steering wheel, dual wing mirrors, a two-colour pinstripe along the mid-bodyside character line and Pirelli P6 tyres on 14-inch Cromodora alloy wheels with a new 8-hole design. Price, technical specifications and performance remained mostly unchanged. When in later years the more powerful, four-wheel-drive HF models were introduced the HF turbo remained on sale alongside them.

The Delta HF 4WD was unveiled at the April 1986 Turin Motor Show, becoming the top of the Delta range.

The HF 4WD's 1,995 cc, twin-cam, 8-valve engine with two counter-rotating balancing shafts was derived from the Lancia Thema i.e. turbo saloon. It was equipped with a Garrett turbocharger, a wastegate valve, an air-to-air intercooler and Weber IAW integrated electronic ignition and fuel injection; to support turbocharging it also adopted tri-metallic crankpin and main bearings, sodium-filled valves, bronze valve guides and an oil cooler. Engine output was 165 PS  at 5,250 rpm,  for short periods of time thanks to an overboost function. On the Delta HF 4WD the torque split ratio of the central epicyclic differential stood at 56/44 front to rear.

The Lancia Delta HF Integrale incorporated some of the features of the Delta HF 4WD into a road car. The engine was an 8-valve 2 L fuel injected 4-cylinder, with balancing shafts. The HF version featured new valves, valve seats and water pump, larger water and oil radiators, more powerful cooling fan and bigger air cleaner. A larger capacity Garrett T3 turbocharger with improved airflow and bigger intercooler, revised settings for the electronic injection/ignition control unit and a knock sensor, boost power output to 185 PS  at 5300 rpm.

The 16v Integrale was developed for rallying, introduced at the 1989 Geneva Motor Show, and made a winning debut on the 1989 San Remo Rally. The turbocharged 2-litre Lancia 16v engine produced 200 PS  at 5,500 rpm, for a maximum speed of 220 km/h and 0–100 km/h  in 5.7 seconds. Changes included larger injectors, a more responsive Garrett T3 turbocharger, a more efficient intercooler, and the ability to run on unleaded fuel without modification.

1993 hf integrale evo II

At the September 1991 Frankfurt Motor Show Lancia introduced an heavily revised Delta HF, once again named Delta HF integrale—but which became better known as HF integrale "Evoluzione" or simply HF integrale "Evo". Evoluzione cars were built from October 1991 through 1992. At the end of the victorious 1991 World Rally Championship season, where the HF integrale 16v had won both the drivers' and manufacturers' championship, Lancia officially retired from rallying. The Evoluzione's engine was the same turbocharged 16-valve 2-litre used on the previous model, but power had increased to 210 PS  at 5,750 rpm, chiefly thanks to a new single outlet 60 mm diameter exhaust system.

Presented in June 1993, the second Evolution version of the Delta HF Integrale featured an updated version of the 2-litre 16-valve turbo engine to produce more power , as well as a three-way catalyst and Lambda probe. A Marelli integrated engine control system with an 8 MHz clock. The engine developed 215 PS.

delta II

The successor to the original Delta, the "Nuova Delta" (Tipo 836)—always referred to by Lancia as Lancia δ with the lower-case Greek letter—was introduced in 1993 and remained in production until 1999. It was designed at Turinese design and engineering studio I.DE.A Institute by Ercole Spada. Based on the "Type Two" platform of the Fiat Tipo, the Nuova Delta was targeted at customers more interested in comfort and convenience. Despite front-wheel drive HF performance variants with up to 193 PS were offered, no four-wheel drive second generation Deltas were even produced. Despite a three-door had been rumoured since 1991, until 1995 only a five-door hatchback bodystyle was offered. The three-door bodyshell had entirely redesigned body sides, but retained the roof and rear section of the five-door model; rear wheelarch flares complemented the HF-derived wide front wings and bumper, sported by all HPE versions. This meant the HPE was around 6 cm wider than a standard Delta.

delta III

In September 2006, Lancia announced the revival of the Delta name, with new cars to be built on the Fiat C platform. Designed by the Lancia Style Centre, this car is aimed at the luxury end of the small family car segment. The new Delta offers a number of options and equipment including a Bose Hi-Fi radio incorporating a CD player and MP3 file reader with steering-wheel mounted controls, the Blue&Me system developed with Microsoft, and a new satellite navigation system developed with Magneti Marelli. Engines available at launch were 120 PS  and 150 PS  1.4 L Turbojet petrol engines and 1.6 L 120 PS  MultiJet diesel, 2.0 Multijet with 165 PS  and 1.9 Twinturbo Multijet with 190 PS. A new petrol unit was launched later: 1.8 Di Turbojet with 200 PS 

The Lancia Delta is one of the most successful rally cars ever, having won the World Rally Championship for manufacturers six times between 1987 and 1992. After the abolition of Group B Lancia was forced, as were all other manufacturers, to compete with Group A cars. The Delta HF4WD was therefore pressed into service for the 1987 season. Despite some flaws it was more suitable for rallying than its rivals and easily won the 1987 championship. The Delta's dominance helped it out in the Italian market at least, where a 42% sales increase in the first half of 1987 was directly attributed to its rallying successes.

gamma series

1976-1984 coupé

The Lancia Gamma (Tipo 830) is an executive car (E-segment in Europe) 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 (1976-1984) and as 2-door coupé (1977-1984), 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, and the nomenclature was revived with the Lancia Beta in 1971, the first Lancia developed under Fiat supervision. The Gamma is also FWD and shared suspension elements from the Beta.^[1] The Gamma carries the γ (lower case gamma) emblem both inside and out.

The Lancia Gamma was a front-wheel drive car with longitudinally-mounted boxer engine and with either a 5-speed manual transmission and later 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, and a revised interior with new instrumentation, interior lighting, badging, handbrake 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 1.8 and 2.0 litre flat four engines. Engine designer De Virgilio also drew up an engine for the Gamma which was a V6 4-cam with either 3- or 4-litre displacement, but this never came to fruition.

http://www.lanciagamma.altervista.org/

037

The Lancia Rally (Tipo 151, also known as the Lancia Rally 037, Lancia 037 or Lancia-Abarth #037 from its Abarth project code SE037) was a mid-engine sports car and rally car built by Lancia in the early 1980s to compete in the FIA Group B World Rally Championship. Driven by Markku Alén, Attilio Bettega, and Walter Röhrl, the car won Lancia the manufacturers' world championship in the 1983 season. It was the last rear-wheel drive car to win the WRC.

In 1980 Lancia began the development of the 037 to comply with the then new FIA Group B regulations that allowed cars to race with relatively few homologation models being built. As the project name was number 037, this eventually became the name by which the car was known. Abarth, now a part of the Lancia-Fiat family, did most of the design work, even incorporating styling cues from some of its famous race cars of the 1950s and 1960s such as a double bubble roof line. The car was developed in collaboration between Pininfarina, Abarth, Dallara and the project manager, engineer Sergio Limone. Prior to its first participation in the 1982 World Rally Championship season, 200 road-going models were built to comply with Group B regulations.

Similar to the concept of a silhouette racer; while the 037 was loosely based on the Lancia Montecarlo road car, they shared only the center section with all body panels and mechanical parts being significantly different. Unlike its predecessor, the V6-powered Lancia Stratos HF, the first 037s had a 2.0-litre 4-cylinder supercharged engine. Based on the long stroke twin cam engine which powered earlier Fiat Abarth 131 rally cars, the four valve head was carried over from the 131 Abarth but the original two carburetors were replaced by a single large Weber carburetor in early models and later with fuel injection. The 037 features a ZF transaxle.

Lancia also chose a supercharger over a turbocharger to eliminate turbo lag and improve throttle response. Initially, power was quoted at 265 hp but was increased to 280 hp. The final Evolution 2 model's engine generated 325 hp  due to a displacement increase to 2.1 L.

thema

The Thema was Lancia's luxury car based on the all-new Type Four platform, the others being the Fiat Croma, the Saab 9000 and, later, the Alfa Romeo 164. The Thema was available as a saloon and as a station wagon designed and produced by Pininfarina.

The first series Thema was built between 1984 and 1988, with four different models initially available. Two came with a twin cam 8-valve, fuel injected 1,995 cc 4-cylinder petrol engine, in naturally aspirated guise on the Thema i.e. or turbocharged and intercooled on the Thema i.e. turbo. Engine output was 120 PS and 165 PS respectively. The most expensive model was the Thema 6V, powered by a 150 PS, 2,849 cc V6, tuned for smoothness. On most European markets a 2,445 cc, 100 PS four-cylinder turbocharged and intercooled four-cylinder diesel engine was also available, on the Thema turbo ds. 1986 saw the introduction of the Pininfarina-designed Thema Station Wagon, available with the two turbocharged engines only, and of the Ferrari V8-engined Thema 8·32.

The second series Thema was presented in 1988. New 16-valve 2.0-litre engines replaced the previous 8-valve units, increasing the power output to 147 PS  on the naturally aspirated Thema i.e. 16v and to 185 PS  on the Thema turbo 16v. The 8-valve 2-litre, now producing 117 PS , remained on sale on the Thema i.e. base model. The 147 PS  six-cylinder on the Thema V6 was only mildly revised. The diesel engine on the Thema turbo ds increased marginally in capacity, to 2,499 cc, and more significantly in output, to 118 PS.

The series two was then replaced by the facelifted third and last series, introduced in September 1992 and produced from 1992-1994. Four trim levels—base, LE, LS and LX—were introduced across the range; the 2.9-litre V6 engine was replaced by a more powerful 175 PS 3.0-litre unit, sourced from Alfa Romeo.

Production of the Thema ceased in 1994, when Lancia withdrew from RHD markets (including the United Kingdom) in response to falling sales and the Thema was replaced by the Lancia Kappa. A total of over 336,000 Thema saloons were produced.

thema 8.32

First shown at the Turin Auto Show in 1986, the Lancia Thema 8·32 ("8" standing for the number of cylinders and "32" for the number of valves) was assembled at Lancia's S. Paolo plant in Turin. It used a 2,927 cc, Tipo F105L, Ferrari V8. This engine was based on the unit used in the Ferrari 308 and in the Ferrari Mondial Quattrovalvole, and some of the componentry was assembled by Ducati from castings made at Maranello. The engine differed from other Ferrari V8s of the time in that it was equipped with a cross-plane type crankshaft rather than the usual flat-plane crankshaft, smaller valves and different firing order. All this to make the engine characteristics more suitable in a four-door luxury saloon. In non catalysed form the engine produced 215 PS at 6,750 rpm, and the car was capable of 0–100 km/h in 6.8 seconds and a top speed of 240 km/h. Catalysed versions were slightly detuned to 205 PS which gave 0–100 km/h in 7.2 seconds and a top speed of 235 km/h. The transmission was a 5-speed manual gearbox; there was no automatic option. The braking system used larger 294 mm vented front discs and the standard 251 mm rear ones from the other Themas.

The Thema 8·32's key competitors were some of the fastest saloon models of the late 1980s including the Audi 100 Quattro, BMW M535i, Ford Sierra RS Cosworth, Saab 9000 2.3 Turbo S, and the Vauxhall Lotus Carlton/Opel Lotus Omega.

thema 2. generation

2011-2014

Starting in the 2011 model year and ending in early 2014, the Chrysler 300C was sold in Europe's left hand drive markets as the Lancia Thema, and as a right hand drive Chrysler 300C in the United Kingdom and Ireland. It was discontinued due to low sales with the rest of the Chrysler-derived models.

kappa

1919-1922

The Lancia Kappa is a passenger car produced by Lancia between 1919 and 1922. Lancia's first post-war model, it was an updated version of the earlier Theta. 1810 were made in total, surpassing the Theta as the best-selling Lancia motor car at the time.

The Kappa's Tipo 64 side valve inline-four was Lancia's first engine with a separate cylinder head, as opposed to the earlier monobloc designs. Displacing 4940 cc, it produced 70 hp at 2200 rpm for a top speed of 125 km/h.

The separate body was built on a ladder frame; front and rear there were solid axles on semi-elliptic leaf springs, brakes were on the transmission and on the rear wheels. The transmission was a 4-speed gearbox with a multi-plate dry clutch.

The Lancia Kappa or Lancia K (Type 838) is a front-engine, front-drive, four-door, five passenger, left-hand drive executive sedan manufactured and marketed by Italian automaker Lancia from 1994–2000, with estate and coupé variants — sharing platforms with the Alfa Romeo 166. After its debut at the 1994 Paris Auto Show, production reached 117,216, over six years. The Kappa was manufactured at the Fiat factory in Tetti Francesi, Rivalta di Torino and was designed by the Lancia Style Center in collaboration with the I.DE.A Institute. Lancia had earlier used the Kappa nameplate for the 1919 Kappa, with evolutions called Dikappa and Trikappa).

 The body was reported as having twice the torsional rigidity of the outgoing Thema, and was 15 percent stiffer than any of its rivals. The automatic Aisin-Warner gearbox (50-40 LE type) was shared with the Volvo 850. 

The station wagon version of the Kappa, designated "SW" by Lancia, was designed and built by Pininfarina and did not differ from the saloon exterior dimensions, sharing most of its body panels. Only 9,208 cars were built in Pininfarina's factory. This estate version was also available with Boge-Nivomat self-levelling hydropneumatic rear suspension.

The Coupé was designed by Centro Stile Lancia and built by Maggiora and technically quite different from the saloon, having a shorter wheelbase (by 120 mm), wider rear track and a distinctive profile with frameless doors. The front, from bumper to the window screen, was identical to the other Kappas. It was Lancia's first coupé since 1984, when the Beta and Gamma coupés were discontinued, and remains the last Lancia to feature this body style to this day. Only 3263 coupes were manufactured from 1996 to 2000, making this model a true rarity.

thesis

The Lancia Thesis (Type 841) is an executive car produced by Italian automaker Lancia between 2001 and 2009. It was available with naturally 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 car was intended to match the substance of the Audi A6 and Mercedes E-class. It was fitted with more technology and "more style". To convince buyers it was also 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 certainly regenerates an authentic Italian alternative to the po-faced approach" of the competition.

Lancia invested heavily 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. Despite its very comprehensive equipment level and the improved fit and finish, sales remained well behind its predecessor, the Kappa, quite far behind the competition and finally 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, rebranded in continental Europe as the Lancia Thema.

new stratos

2018

Following the stalled Fenomenon project, one interested backer funded a one-off model. Commissioned by Michael Stoschek (a keen rally driver and chairman of Brose Group) and his son, Maximilian, the New Stratos was announced in 2010 based on the overall design and concept of the original Stratos and was designed and developed by Pininfarina.

The car made use of a Ferrari 430 Scuderia as a donor car, using the chassis and much of the mechanical elements including the 4.3 L V8 engine (4,308 cm³), tuned to generate 540 hp. The New Stratos weighs 1,247 kg  and is claimed to accelerate to 100 km/h in 3.3 seconds and on to a top speed close to 320 km/h.

Lancia unveiled the eighth logo in its 116-year history, which will be introduced in the new Ypsilon and updated dealer network in early 2024. The new logo – made of aluminum – retains the outer shield shape and the inner circle found in previous interpretations but it adopts a different font and a shiny background. The vertical line on the left represents a lance inspired by the 1957 emblem.

Lancia - the pride of Italy, creator of Stratos and Delta Integrale. A company that used to be known for performance and design, a company that lost its way at the turn of this century and decided that the best business model was to stick its logo on Fiats and Chryslers. That Lancia is gone.

The all new and shiny Lancia will focus on electric vehicles, but it will harness design language from the past. The ambitious goal of the classic brand revival comes under the name of Lancia’s New Renaissance.

The revival starts with a new logo and a concept car or rather a design concept unlike anything we have seen in a very long time. The logo keeps the classic shield shape but introduces a new, modern font and is in general streamlined. The new style is penned by Jean Pierre Ploue and his team of young talent at Lancia’s Centro Stile in Turin.

The design concept is called Pu+Ra which stands for “pure and radical.” It’s a completely untethered freeform design that only hints at a future direction of Lancia’s vehicles. WHat can we expect in the future from Lancia? The cars will have classic lines, the company logo will sit atop the classic T (called “calice”) which will very likely be lit up. The rear lights will be a modern take on classic afterburners and Lancias will be sport or even performance focused.

pu & ra

The 116-year-old Italian luxury brand, under the Stellantis umbrella for a few years now, came up with an adventurous concept inspired by Italian furniture design.

Lancia teamed up with luxury furniture maker Cassina for an EV concept based on the upcoming New Ypsilon, slated to arrive in 2024. But while the New Ypsilon will be a small crossover, the Pu+Ra HPE concept is an avant-garde coupe expected to preview some of the styling cues of the 2024 concept, while borrowing the planned production model's battery, electric motor, and other components.

The name itself requires a short expository monologue, even though diehard Lancia fans may remember what car first bore the HPE acronym, with the Lancia Beta using it to denote High Performance Estate. "The concept car is named Lancia Pu+Ra HPE: 'Pu+Ra' refers to the brand's new, pure, and radical design language, while HPE stands for High Performance Electric, for a car that is Eco-sustainable, Exciting and Evolved, all at the same time," the automaker says.

The interior, including the entire rear and lower parts, are finished in a velvety nubuck produced in Italy by Poltrona Frau, while the floor is covered with a natural wool carpet, designed to reinforce the feeling of a home's interior.

ypsilon

The new Lancia Y has a lot of relatives and they have names like Peugeot e-208 or DS 3 or, more commonly, Opel Corsa. The close relationship allows conclusions to be drawn about the technology, as Lancia has so far only stated a range of 403 kilometers for the purely electric Y. 

The hybrid version will use the same 1.2-liter 3-cylinder gasoline motor, mated to an electric motor through a 6-speed dual-clutch gearbox.

At the front, the Lancia showcases a horizontal LED daytime running light with a small vertical dip at the center, which separates the bumper from the gloss-black trim with Lancia written on it. At the rear, two round taillights steal the show. According to Lancia, they arch back to the infamous Stratos rally car.

Martini Racing is the name under which various motor racing teams race when sponsored by the Italian company Martini & Rossi, a distillery that produces Martini vermouth in Turin. Martini's sponsorship program began in 1958 as Martini International Club, founded by Count Metello Rossi di Montelera of Martini & Rossi. The race cars are marked with the distinctive dark blue, light blue and red stripes on white, red or silver background body cars. The car model which has won the most titles for Martini Racing is the Lancia Delta HF Integrale

At the start of 1968, advertising unrelated to racing was permitted for the first time on the bodywork of racing cars. Paul asked Hans Dieter to place a few stickers on his car in exchange for overalls and similar equipment.

Martini stickers then appeared, in April 1968 on the Porsche 910 raced by Scuderia Lufthansa Racing Team set up by Robert Huhn, an executive manager of the German airline.

In 1981, Martini Racing supported the Italian Lancia effort in sports car racing with the Group 5 Lancia Monte Carlo, Group 6 Lancia LC1 and Group C Lancia LC2.^[2] The works Lancia Martini drivers lineup included several contemporary Formula One racers, including Michele Alboreto, Teo Fabi and Riccardo Patrese. The association lasted until the 1986 24 Hours of Le Mans, but by then, Lancia was more involved with rallying. After that, Martini Racing has made only brief entries in sports car racing, including three seasons in the FIA Sportscar Championship with Gianni Giudici's Picchio.

In 1982, just as they had done one year previously with sports cars, Martini Racing signed with the works Lancia team, sponsoring the brand new Group B Lancia 037, with Attilio Bettega and Markku Alen as drivers. The Lancia Martini partnership in the World Rally Championship was one of the company's longest, remaining until the end of the 1992 season, with several cars, including the Group B Delta S4 and Group A Delta Integrale winning events and titles with drivers such as Juha Kankkunen, Bruno Saby, Massimo Biasion and Didier Auriol. The Martini Lancia cars won the WRC Drivers' title in 1987 and 1991 with Kankkunen, and 1988 and 1989 with Biasion, as well as the Constructors' title with the 037 in 1983, and consecutively with the Group A Delta from 1987 to 1992.

After Vincenzo Lancia's son Gianni became director of the firm, it started to take part more frequently in motorsport, eventually deciding to build a Grand Prix car. Vittorio Jano was the new designer for Lancia and his Lancia D50 was entered into the 1954 Spanish Grand Prix, where Alberto Ascari took the pole position and drove the fastest lap. In the 1955 Monaco Grand Prix Ascari crashed into the harbour after missing a chicane. One week later Ascari was killed in an accident driving a Ferrari sports car at Monza. With Ascari's death and Lancia's financial problems the company withdrew from Grand Prix racing. Altogether Lancia took two victories and ten podiums in Formula One.

Remnants of the Lancia team were transferred to Scuderia Ferrari, where Juan Manuel Fangio won the 1956 championship with a Lancia-Ferrari car.