Lancia

Electric motor 156hp. FWD front-wheel drive. 51kWh battery pack. 403km WLTP range. 100kW DC fast charging. 80% 24 minutes. 0-100 km/h 8.2 seconds. 150km/h top speed. STLA Small platform Stellantis. 4080mm length. 2535mm wheelbase. 1517kg curb weight. Five-seat supermini. Cassina interior collaboration. SALA concept circular cockpit. 10.25-inch infotainment. Digital cluster 7-inch. Level 2 autonomous driving. Italian design excellence. Premium small car positioning. Zaragoza Spain manufacturing. Lancia brand revival first. Electric future commitment. Italian elegance modern. Premium supermini segment.

2.0L turbo 4-cylinder. 185hp to 215hp evolution. Evo 2 215hp final. AWD all-wheel drive permanent. 5-speed manual transmission. 4000mm length. 2479mm wheelbase. 1340kg curb weight. Five-seat hatchback. WRC World Rally Championship dominator. Six consecutive manufacturers titles. 1987-1992 unprecedented run. Rally car homologation special. Performance icon status. Flared wheel arches aggressive. Functional aerodynamics. Italian engineering excellence. Chivasso Italy manufacturing. Collector car highly valued. Rally heritage permanent. Performance benchmark period. Group A regulation dominance.

Ferrari Dino 2.4L V6. 190hp standard. 280hp rally specification. 5-speed manual transmission. RWD mid-engine layout. 3710mm length. 2180mm wheelbase short. 980kg curb weight light. Two-seat sports car. Bertone design wedge shape. Marcello Gandini styling. Radical design period. WRC homologation special. Three consecutive WRC titles 1974-1976. First purpose-built rally car. Rally car road legal. Extremely rare approximately 492 units. Collector car extremely valuable. Italian design icon. Engineering marvel. Rally history permanent. Lancia performance peak.

Founded in 1906 by Italian automotive pioneer Vincenzo Lancia, the Turin-based marque became a technical innovation leader through the Lambda's pioneering monocoque construction in 1922, the first production V4 engine, and independent suspension innovation. Lancia introduced the first production V6 in the Aurelia, crafted grand touring excellence with the GT2500, and built executive luxury in the Flaminia and elegant coupes like the Fulvia. The brand's exceptional rally heritage produced icons including the wedge-shaped Stratos, the Rally 037 (the last rear-wheel-drive WRC champion), and the Delta Integrale's AWD dominance that secured multiple championships. Following Fiat's 1969 acquisition, Lancia faced brand positioning challenges that eventually reduced it to Italian market focus by the 1990s, with the Ypsilon becoming the sole model for years. Under Stellantis ownership, a 2024 brand revival brings the new electric Ypsilon alongside planned Delta revival and Gamma SUV, signaling an Italian brand renaissance. Lancia's electric future commitment while preserving heritage demonstrates that even dormant greatness can be resurrected—reminding enthusiasts that the marque which pioneered monocoque construction and dominated rallying deserves more than fading into obscurity as a single-model urban brand.

The revolutionary narrow-angle V4 that powered Lancia's first post-war designs and established their engineering identity. This 903cc 13° V4 featured a single block with paired cylinders sharing a common head, creating an engine that was both incredibly compact and remarkably smooth. The valve train used pushrods and rockers operating inclined valves in a hemispherical combustion chamber, while the crankshaft was a forged unit running in three main bearings with a Lanchester-type balancer. The intake system used a single downdraft carburetor feeding a siamesed intake manifold, while the exhaust featured individual ports for each cylinder. With 6.8:1 compression and a 4,800 RPM redline, it produced 28 hp at 4,600 RPM and 41 lb-ft at 2,500 RPM. The cooling system used a front-mounted radiator with thermosiphon circulation (later upgraded to a water pump), while the oiling system employed a gear-type pump with full-pressure lubrication. This engine's narrow V-angle and compact dimensions allowed for exceptional packaging flexibility while delivering refinement that humbled contemporary inline-fours.

The world's first production V6 that combined revolutionary architecture with Gran Turismo refinement. This 2,451cc 60° V6 featured aluminum block and heads with wet liners, establishing the template for virtually all future V6 engines. The valve train used pushrods and rockers operating inclined valves in hemispherical combustion chambers, while the crankshaft was a forged unit running in four main bearings with a harmonic damper. The intake system used a single twin-choke Weber 36 DCF5 carburetor feeding a cast aluminum manifold, while the exhaust featured individual ports with siamesed outlets. With 7.8:1 compression and a 5,200 RPM redline, it produced 110 hp at 5,000 RPM and 138 lb-ft at 3,500 RPM. The transaxle layout placed the engine ahead of the front axle with the transmission and differential at the rear, creating perfect weight distribution. The cooling system used a front-mounted radiator with electric fan, while the oiling system employed a gear-type pump with full-flow filtration. This engine's combination of V6 smoothness, aluminum construction, and transaxle packaging represented engineering thinking decades ahead of its time.

The sophisticated narrow-angle V4 that powered Lancia's rally-winning Fulvia to countless victories. This 1,584cc 13° V4 featured aluminum block and heads with chain-driven dual overhead camshafts—an unprecedented level of sophistication for a small-displacement engine. The valve train used bucket tappets with shim adjustment operating inclined valves in hemispherical combustion chambers, while the crankshaft was a forged unit running in five main bearings. The intake system used twin dual-choke Weber 40 DCOE carburetors with individual velocity stacks, while the exhaust featured four-into-two-into-one headers. With 10.5:1 compression and a 7,200 RPM redline, it produced 132 hp at 6,800 RPM and 112 lb-ft at 5,000 RPM. The cooling system used a front-mounted crossflow radiator with electric fan, while the oiling system employed a gear-type pump with oil-to-water cooler. This engine's narrow V-angle allowed it to fit in engine bays designed for inline-fours while delivering the smoothness and power of a much larger engine, making it the perfect weapon for the tight, twisting roads of European rallying.

The technically ambitious horizontally-opposed six that combined Porsche-like refinement with Italian elegance. This 2,458cc 180° flat-6 featured aluminum block and heads with individually cast cylinders, creating an engine of exceptional smoothness and low center of gravity. The valve train used chain-driven single overhead camshafts per bank operating rocker arms, while the crankshaft was a forged unit running in four main bearings. The intake system used a single twin-choke Solex C40 PAAI carburetor feeding a cast aluminum manifold, while the exhaust featured individual ports with siamesed outlets. With 9.0:1 compression and a 5,600 RPM redline, it produced 150 hp at 5,400 RPM and 155 lb-ft at 3,500 RPM. The front-wheel-drive layout was highly unusual for a flat-six, requiring innovative solutions for packaging and weight distribution. The cooling system used a front-mounted radiator with thermostatically controlled electric fan, while the oiling system employed a gear-type pump with full-flow filtration. This engine demonstrated Lancia's willingness to explore unconventional solutions in pursuit of mechanical perfection.

The sophisticated twin-cam four that brought high-performance engine technology to Lancia's mainstream models. This 1,995cc DOHC inline-four featured an aluminum head with cast-iron block, designed in cooperation with Fiat but featuring numerous Lancia-specific refinements. The valve train used belt-driven dual overhead camshafts with bucket tappets and shim adjustment, while the crankshaft was a forged unit running in five main bearings. The intake system used twin dual-choke Weber 40 DCNF carburetors feeding a cast aluminum manifold, while the exhaust featured a four-into-two-into-one header. With 9.0:1 compression and a 6,500 RPM redline, it produced 120 hp at 6,000 RPM and 121 lb-ft at 3,500 RPM. The cooling system used a front-mounted crossflow radiator with electric fan, while the oiling system employed a gear-type pump with full-flow filtration. This engine's combination of twin-cam sophistication, perfect balance, and accessible power made it the ideal powerplant for Lancia's sporting sedans and coupes throughout the 1970s.

The Ferrari-derived V6 that powered the legendary Stratos to multiple World Rally Championships. This 2,418cc 65° V6 was sourced from the Ferrari Dino but extensively modified for rally competition. The valve train used chain-driven dual overhead camshafts with bucket tappets and shim adjustment, while the crankshaft was a forged unit running in four main bearings. The intake system used three twin-choke Weber 40 DCNF carburetors with individual velocity stacks, while the exhaust featured equal-length headers. With 9.8:1 compression and a 7,800 RPM redline, it produced 190 hp at 7,200 RPM and 166 lb-ft at 5,500 RPM. The mid-engine layout placed the engine behind the cockpit but ahead of the rear axle, creating perfect weight distribution for rallying. The cooling system used twin side-mounted radiators with electric fans, while the oiling system employed a dry-sump design with multiple scavenge stages. This engine's combination of Ferrari pedigree, high-revving character, and brutal power delivery made the Stratos virtually unbeatable in rally competition for nearly a decade.

The four-valve-per-cylinder evolution that powered the Delta HF to rally dominance. This 1,995cc DOHC inline-four featured an aluminum head with four valves per cylinder and a cast-iron block derived from the Fiat twin-cam. The valve train used belt-driven dual overhead camshafts with bucket tappets and shim adjustment, while the crankshaft was a forged unit running in five main bearings. The intake system used a Weber-Marelli integrated throttle body and fuel injection system, while the exhaust featured a four-into-two-into-one header. With 10.0:1 compression and a 7,000 RPM redline, it produced 165 hp at 6,500 RPM and 137 lb-ft at 4,500 RPM. The cooling system used a front-mounted crossflow radiator with electric fan, while the oiling system employed a gear-type pump with oil-to-water cooler. This engine's combination of four-valve technology, electronic fuel injection, and sophisticated engine management made it both powerful and reliable—exactly what was needed for World Rally Championship competition.

The legendary turbocharged masterpiece that dominated World Rally Championship for six consecutive years. This 1,995cc DOHC inline-four featured an aluminum 16-valve head with Garrett T3 turbocharger producing 12.0 psi of boost. The valve train used belt-driven dual overhead camshafts with bucket tappets and shim adjustment, while the crankshaft was a forged unit running in five main bearings. The intake system used Weber-Marelli integrated throttle body and fuel injection with air-to-air intercooler, while the exhaust featured a low-backpressure manifold feeding the turbocharger. With 8.0:1 compression and a 6,800 RPM redline, it produced 185 hp at 5,300 RPM and 224 lb-ft at 3,500 RPM. The all-wheel-drive system required careful management of torque delivery, which was handled by sophisticated engine mapping. The cooling system used a front-mounted crossflow radiator with electric fan, while the oiling system employed a gear-type pump with oil-to-water cooler and auxiliary oil cooler for the turbocharger. This engine's brutal torque delivery, instant throttle response, and bulletproof reliability made it the perfect weapon for rallying's most competitive era.

The sophisticated four-cam V6 that powered Lancia's executive flagship and its Ferrari-engined variant. This 2,927cc 60° V6 featured aluminum block and heads with four valves per cylinder and dual overhead camshafts per bank. The valve train used belt-driven camshafts with hydraulic lifters, while the crankshaft was a forged unit running in four main bearings. The intake system used Bosch Motronic fuel injection with variable-length intake manifold, while the exhaust featured equal-length headers. With 10.0:1 compression and a 6,800 RPM redline, it produced 180 hp at 5,800 RPM and 188 lb-ft at 4,500 RPM. The cooling system used a front-mounted crossflow radiator with electric fan, while the oiling system employed a gear-type pump with oil-to-water cooler. In the Thema 8.32, this engine was replaced by Ferrari's 2,927cc V8, but the standard V6 demonstrated that Lancia could compete with the best executive sedans from Germany and Britain while maintaining distinctive Italian character.

The experimental composite-engine masterpiece that was decades ahead of its time. This 1,995cc 60° V6 featured an engine block made entirely of composite materials with ceramic coatings, reducing weight by 40% compared to conventional engines. The valve train used gear-driven dual overhead camshafts with pneumatic valve springs, while the crankshaft was a titanium unit running in ceramic bearings. The intake system used twin IHI turbochargers with air-to-water intercoolers producing 25.0 psi of boost, while the exhaust featured ceramic-coated headers. With 7.5:1 compression and a 10,000 RPM redline, it produced 600 hp at 8,500 RPM and 440 lb-ft at 6,500 RPM. The cooling system used advanced ceramic matrix composites that withstood temperatures exceeding 1,300°C, while the oiling system employed a dry-sump design with ceramic pumps. Though never put into production, this engine demonstrated Lancia's technical ambition and foresight, exploring technologies that would only become mainstream decades later.

The civilized evolution of the Integrale engine for road-going executive sedans. This 1,995cc DOHC inline-four featured the same basic architecture as the Delta Integrale but with numerous refinements for luxury application. The valve train used belt-driven dual overhead camshafts with hydraulic lifters for reduced maintenance, while the crankshaft was a forged unit running in five main bearings. The intake system used Weber-Marelli integrated throttle body and fuel injection with larger air-to-air intercooler, while the exhaust featured a low-backpressure manifold feeding the Garrett T3 turbocharger. With 8.5:1 compression and a 6,500 RPM redline, it produced 170 hp at 5,500 RPM and 210 lb-ft at 3,500 RPM. The all-wheel-drive system was retained but with more road-biased tuning. The cooling system used a front-mounted crossflow radiator with variable-speed electric fan, while the oiling system employed a gear-type pump with oil-to-water cooler. This engine demonstrated that the Integrale's explosive performance could be successfully translated to a sophisticated executive sedan without losing its essential character.

The sophisticated four-cam V8 that represented Lancia's final ambitious powerplant before the marque's decline. This 2,959cc 90° V8 featured aluminum block and heads with four valves per cylinder and dual overhead camshafts per bank. The valve train used chain-driven camshafts with hydraulic lifters, while the crankshaft was a forged unit running in five main bearings. The intake system used Bosch Motronic fuel injection with variable-length intake manifold, while the exhaust featured equal-length headers. With 10.5:1 compression and a 7,200 RPM redline, it produced 215 hp at 6,300 RPM and 207 lb-ft at 4,500 RPM. The cooling system used a front-mounted crossflow radiator with variable-speed electric fans, while the oiling system employed a gear-type pump with oil-to-water cooler. This engine's combination of V8 smoothness, four-cam sophistication, and Italian character made the Kappa a fitting final flagship for a marque that had always valued technical innovation above all else.

The modern turbocharged multi-air engine that powers Lancia's current models. This 1,368cc DOHC inline-four features Fiat's MultiAir electro-hydraulic valve control system on the intake side, allowing infinite variation of intake valve timing and lift. The valve train uses belt-driven dual overhead camshafts with hydraulic lifters on the exhaust side, while the crankshaft is a forged unit running in five main bearings. The intake system uses a single IHI turbocharger with air-to-air intercooler producing 18.0 psi of boost, while the exhaust features an integrated manifold. With 9.8:1 compression and a 6,500 RPM redline, it produces 135 hp at 5,000 RPM and 150 lb-ft at 1,750 RPM. The cooling system uses a front-mounted crossflow radiator with electric fan, while the oiling system employs a variable-displacement vane pump. This engine's combination of MultiAir technology, small-displacement turbocharging, and sophisticated engine management represents a fittingly innovative powerplant for the modern incarnation of this legendary marque.

The legendary rally-bred dog-leg manual gearbox, where first gear is located down and to the left, with the 'H-pattern' for second through fifth gears. This layout was designed for competition, placing the most commonly used gears (2nd, 3rd, 4th) in a direct 'H' for faster shifts during rally stages. Used in the Lancia Stratos, 037, and early Delta HF Integrale, these transmissions were built by Abarth to be incredibly robust, with strong synchronizers (or no synchronizers in full race spec) and a direct, mechanical shift linkage. The gearboxes were designed to handle the shock of high-RPM clutch drops and brutal power shifts. The dog-leg pattern, combined with a heavy, precise clutch, required skill to master but provided an unparalleled connection between driver and machine, perfectly suited for the demanding nature of these homologated rally monsters.

The robust and precise 5-speed manual transmission used in the high-performance flagships like the Thema 8.32 and the later Delta HF Integrale Evoluzione. Sourced from Getrag, this transmission was a more conventional H-pattern unit but was heavily reinforced to handle significant torque. In the Thema 8.32, it was tasked with managing the power from the Ferrari-derived 3.0L V8. The shift action was notably precise and mechanical, with a well-defined gate. In the Integrale Evo, this gearbox was part of the final evolution of the rally car for the road, featuring strengthened internals and a final drive ratio optimized for both acceleration and high-speed stability. It was paired with a viscous coupling central differential and a Torsen rear differential, creating one of the most capable all-wheel-drive systems of its era.

An innovative and complex CVT system developed in-house by Lancia and used in the Beta and Gamma models in the 1970s and 80s. The 'Viscodrive' was not a belt-and-pulley CVT but a system that used a viscous coupling and a planetary gearset to provide a stepless, variable ratio. It was marketed for its exceptionally smooth and silent operation, a key attribute for Lancia's luxury models. However, it was mechanically complex, heavy, and not particularly efficient or responsive. While a bold engineering feat that underscored Lancia's commitment to innovation, the Viscodrive was not a commercial success due to its cost, weight, and the driving experience which lacked the engagement of a manual or the positive shift feel of a contemporary automatic.

The smooth and refined 4-speed automatic transmission from ZF used in Lancia's executive sedans like the Thema and Kappa. This electronically controlled hydraulic transmission was chosen for its reliability and smooth shift quality, which aligned with the comfort-oriented character of these luxury cars. It featured adaptive shift logic and an electronically locked torque converter in top gear for improved fuel economy. While not a performance transmission, it provided the effortless, relaxed driving experience expected in a grand touring sedan. Its robustness and smooth operation made it a dependable choice, representing the more conventional, comfort-focused side of Lancia's engineering during this period.

The precise and lightweight 4-speed, all-synchromesh manual transmission used in the front-wheel-drive Lancia Fulvia. The 'Superduplex' name referred to the layout of the gearbox and final drive, which were combined in a single transaxle unit mounted ahead of the engine. This front-heavy layout contributed to the car's excellent weight distribution and handling. The shifter was connected via long rods, resulting in a long but very precise throw. The gearbox was perfectly matched to the high-revving, narrow-angle V4 engine, and its robustness was proven in the Fulvia's extensive and successful rally career. For many, the tactile, mechanical feel of the Fulvia's gearbox epitomizes the classic Lancia driving experience.