lancia thesis non tira

Curbside Classic: 2007 Lancia Thesis – PhD In Deadly Sin

Finally found one! Had to go all the way to bloody Japan, but there it is, in front of me, glaring at me with its sad eyes. I hadn’t seen one in probably ten years, but then that’s how long I’ve been out of Europe. Some call this the last Lancia and in many ways, it is. It was also a major bomb that precipitated the marque’s downfall. A true blue Deadly Sin – perfect CC fodder.

It wasn’t possible to get a rear end shot of the Thesis, so here’s a period pic (and a pretty colour!)

It was already evident, by the late ‘90s, that Lancia’s future appeared a lot darker than its past. Ever since Fiat had taken the firm over in 1969, the marque’s essence seemed to have gradually evaporated. Lancias, once known for their workmanship and engineering prowess, were now known for their glitches and rampant rust. Fiat decided to pair Lancia and Autobianchi together, muddying the marque’s image by associating it with city cars. The larger Lancias of the ‘80s and ‘90s were hit-and-miss, sometimes bland and often badge-engineered versions of cheaper Fiats and more interesting Alfa Romeos, always playing second fiddle to someone else.

Yet the Lancia shield still had mystique. Within the Fiat group, some saw how wasteful the conglomerate had been with the marque and sought to revive it. After all, this was the peak retro era. VW were recreating the Beetle as a chic FWD quasi-luxury car, so anything must have seemed possible. Mike Robinson, head of Fiat Centro Stile’s Lancia office, had just designed the Lybra (above) , which was about to go into production on the Alfa 156 platform and usher in the look of big Lancias for the next decade – chromed retro grille, round headlamps, conservative three-box shape (albeit with very rounded edges), simple flanks, thin C-pillar, vertical taillamps.

Just as the Lybra was going into production, Lancia surprised the cognoscenti by unveiling the Dialogos at the 1998 Turin Motor Show. This was a clear foreshadowing of the new big Lancia, though it remained a show car. Several features never made it to the final Thesis, such as the swiveling front seats, wood-panelled doors and floors, or the clamshell doors sans B-pillar (an old Lancia tradition) or door handles. The Dialogos was never equipped with an engine, so it was really a pure styling and packaging exercise, but it definitely pointed its sharp grille towards the future of Lancia.

In the year 2000, even before the launch of the Thesis, Lancia made a Thesis-based special for the Vatican. The Lancia Giubileo, a 5.5m long armoured landaulet, reminded most observers of the Dialogos, but this one obviously had an engine (an Alfa 3-litre V6) and generally looked a bit different – the grille was a bit less imposing, the rear end less abrupt. The end of production of the Lancia Kappa, in the summer of 2000, made it even clearer that the time was coming for a new executive Lancia.

The Thesis was finally unveiled at the 2001 Geneva Motor Show, but it took about a year for the cars to actually get to the showrooms. Petrol engine choices included a 2.0 Turbo (185hp) and a 2.4 litre (170hp) 5-cyl., as well as Alfa’s 3-litre (215hp) “Busso” V6, augmented to 3.2 litres and 230hp from 2005. Diesel-wise, the initial proposal was the 2.4 litre JTD 5-cyl. – only good for 150hp, but that was superseded by a 20-valve multijet design that ended up providing 185hp. These drove the front wheels via a either a 6-speed manual or a 5-speed auto.

The Lancia Thesis was never going to have a bespoke engine, of course. And you could be forgiven for thinking the same of the rest of the car, but you’d be wrong. The platform and its sophisticated all-independent multilink suspension, made of aluminium and steel, were all designed and used solely for the Lancia flagship. Fiat invested over €400 million in this titanic enterprise and they were sure it would pay off.

Going by the Kappa’s modest numbers – just over 100,000 units made in eight years – and adding a dollop of optimism, Lancia figured they should be able to shift 13,000 cars per year initially and might need to increase production to 25,000 if sales really took off. After all, the Thesis’ rivals, such as the BMW 5-Series, the Jaguar S-Type or the Mercedes-Benz E-Class, were selling quite briskly in those days. Suffice to say they kind of missed the mark: just under 16,000 Thesis were made from 2002 to 2009. Reality bit, and it bit hard.

So what happened? There are several factors, it seems. One was that the Thesis’ fierce competitors were present in a number of European markets that Lancia had forgone, such as the UK, so Lancia’s flagship was not as widely offered as some. The styling, despite the Italian reputation for elegance and beauty in all things, was not to everyone’s taste either. It seems only the Italians got the point of it – foreign sales were abysmal.

Perhaps a variant or two might have helped, too. Sure, it hardly moved the needle for the Kappa – the K coupé and wagon were for connoisseurs only, in a way – but you never know, sometimes you get luckier with the derivative than the main. It happened before. The sole attempt at a special Thesis was coachbuilder Stola’s limousine, which is not exactly a recipe for volume production. Three limos were made and that was that.

Our feature car, by the way, is a late model Thesis, as evidenced by this “1∞ th ” symbol on the B-pillar. This series was originally launched as a limited edition in 2006 for the 100 th anniversary of Lancia and as a way to peddle the latest amelioration of the Thesis, i.e. the 185hp Diesel coupled with the 5-speed sequential autobox. The only available colours were black and gray – joyful hues perfectly suited to celebrate a birthday.

Above: 1∞th edition (2006) interior; below: 2002 Emblema trim dash

Actually, the fun was all inside. I did not manage to take a photo of our feature car, but here’s what it should look like in these. The red leather coupled with the deletion of the wood veneer gives this interior a bit of a zing that might not be present in the “regular” Thesis.

For whatever reason, the leather in the Thesis I caught was black. The package also included model-specific 18’’ alloys and was available until the end of production, in 2009. It seems the last cars made in 2008-09 were all Diesels, probably because that’s what the Italian markets craved.

I’m guessing that this Thesis might be a 2007 model because I found one for sale in Japan on the web – just the one, which is saying something! – wearing the same colour and from this vintage, but with a petrol engine and no 1∞th package. It’s a shame so few of these were imported here: given how retro-obsessed Japanese car-buyers can be, the Thesis could have made a real splash here if Lancia had given it a go. But I guess this all took place before Fiat renewed their efforts at conquering Japan, after the formation of FCA: Jeeps, Fiat 500s, Maseratis and Alfas are pretty common in Tokyo traffic. Lancias are definitely not, though I have seen older ones on occasion.

As we all know, the death knell of Lancia in general and of the Thesis in particular was the aforementioned Chrysler deal. Fiat found themselves with a surfeit of platforms and bodies to amortize, so they just slapped Lancia shields on various Chryslers. For good measure, FCA also did the opposite, i.e. rebadging Lancia Ypsilons as Chryslers, for certain markets.

Whatever brand equity was still present in the Lancia name evaporated by the early 2010s. Which leaves us with the Thesis as the last big Lancia worthy of the name, a gloriously wasteful and, in the metal, not inelegant executive saloon — in the best and worst tradition of its storied maker, may it rest in peace (is it dead yet?).

28 Comments

Always loved the front and rear end on these cars – shame about the overall proportions though. if they could have just gone a bit more jag XJ on the proportions it could have been a real stunner, and less like a rover 75 with a fancy face on it.

Very nice, specially the ones with with the V6 engines. These are very underrated, uniquely styled cars and personally I have never understood why they sold as badly as they did. I’m seriously considering picking one up. A good, low mileage Thesis can be had here for next to nothing and it’s a bona fide future classic.

Looks very similar to a Kia Amanti

https://en.wikipedia.org/wiki/Kia_Opirus

The headlight shape – subtly imitating the grill – has unfortunate echoes of the Docker Daimlers….

That’s true!

Yes, the Thesis must have inspired its Korean cousin… the stubbier, uglier Kia Amanti.

You would almost be tempted to buy this for the interior alone, but then, that front end….yuck. Even the engine choices sound interesting and with an available 6 speed manual transmission, what a car.

Agree. That front end kills it for me.

They got the proportioning right on the Dialogos; what a shame the Thesis didn’t look more like that. Or the Papal Giubileo.

But then, would it have mattered what the car looked like? Did people trust the Lancia brand any more?

If only it had rwd proportions, and maybe weren’t quite as tall. More like an Acura Legend.

An unfortunately styled but interesting car nonetheless, at least it can’t be accused of just blending in with everything else. That gray color with red leather? Yes, that’s a winner. Or even the tan or perhaps a shade darker like the shade Ferrari seems to prefer works too. Black interior seems a waste though, so no loss on you not getting pix of that.

Anyway, all the blather we hear periodically about how Japan is a “closed market” seems to be just that, you’ve demonstrated yet again that even when it comes to fairly late model vehicles, Japan seems to be extremely accommodating and its buyers seem to seek out interesting models from the world over, even some American ones such as Jeeps. Just not large pickups or other stuff that the US otherwise seems to specialize in.

A nicely done 1/43 scale promotional model of the Thesis ended up in my collection after a short trip by my wife to Italy. Of course I’d never seen a real one in my part of the American west so an odd, four door sedan Lancia does stand out a bit among models of more common subjects on an office shelf. I’m glad I have the model.

It does rather look like a bit like a conventional sedan done up by one of the Japanese retro houses.

I remember well when it came out. I liked it, for being refreshingly different. I suspect it may well have been influenced by the Rover 75, although I’m not sure if the timelines would have allowed that. It must have been in the air at the time. Sleek retro.

The styling of the Rover 75 was a development of the ideas in the earlier (1993) 600, especially if looking at Richard Woolley’s concept sketches. By coincidence that has numberplates with ‘Thesix Hundred’ on.

I think it’s actually a shame the Lancia didn’t follow the Dialogos concept more closely for the Thesis; definitely more distinctive, especially the treatment of the flanks and they way the waistline resolves at the rear. Even that rear pillar works with the other shapes.

I had actually seen a Thesis once, in 2014, parked at the Serbian Embassy in Washington, DC. I found it rather odd looking in person, and at first didn’t have the foggiest idea what it was. I haven’t thought about the Thesis much since then, so it’s good to read about its full story here. I will say this: That interior is awfully nice-looking.

Paul’s right. Especially from the side it is a conventional-looking generic sedan. The rear is trimmed nicely but that front and especially those headlights! It looks like they took the styling of the Lybra, which is itself quite generic looking, and made it different for the sake of making it different. Never mind style to match its intended market…just different. It didn’t take much effort, but by then it seemed that whatever was happening at Lancia was “phoned in.” The next step was rebadging the Chrysler 300, a car with an entirely different personality than what Lancia represented. That wasn’t even phoned in…it was texted.

The last relaunch of the brand Maybach , owned by Mercedes Benz , didn’t get lucky numbers either and the marque was dropped. With all the prejudices for Lancia’s parenthood with Fiat, no prejudice can shadow the evidence that this rare Lancia Thesis is an exquisite piece of art design.

That limo has a Maybach look about it, to me.

I always enjoy your writing – clever and fun. This title is one of many great puns from your hand. Maybe the best. I like the Thesis and other oddballs like the C6. I’d be happy to snag one up now, but honestly I would not have considered one when new – that free-falling depreciation trumps adorable quirkiness.

So glad you found one. These are fascinating and I had no idea they had their own bespoke platform. What a boondoggle.

Love the wheels on this one. This is a modern car that can actually pull off two-tone too.

I have a soft spot for these, even if I accept they’re everyone’s taste. A sort of Rover 95, if you like, with some of the kitsch retro Britishness replaced with a softer more contemporary style. That interior is actually pretty neat to me, and probably more to my taste than the Rover.

But isn’t the last real Lancia the Gamma? Maybe? Only Fiat’s money in that one.

I never understood the front of this car, I once read an article it was supposed to be an hommage to the Aurelia B 20 Coupe but I guess they got very, very drunk. There was one burgundy Thesis around where I live, but I have not seen it around for a long time now. The interiors of these cars are fantastic, in a way that nobody can make such a fine interior like an Italian can with smashing finishing, I like these cars better then a Maserati Quattroporte, the Thesis interior bears an air of understated chique. I drove a Diesel and a petrol, I had to bring these to another dealer for my friend who is a Fiat, Alfa, Lancia dealer, they drive ok, handling is as you expect from an Italian car , the blue dials reminded me of my 75 Alfa Giulia Nuova. Thesis is now slowly getting appreciated, like the C6 from Citroën, prices are going up but these two cars are mainly victims of the way large cars are being offered in Europe today, namely by leasing companies and these companies dominate the market and are in love with the German three, simply for reasons of accounting. And that is probably the main reason why the French and Italian limousines have disappeared, lease companies rule the world!

Seems one was a tad previous with one’s appellation, Dr T, but still now, you’ve got your Thesis and as they say, that’s a better fate than never, so one’s congrats to one and all that, what.

400 million smackers for its own bespokery seems all a bit foolhardy. Presumably the consultants who told them the numbers were ticketty-boo graduated to doing US polling now.

“Not inelegant”, you say. Now of course, I’m not about to suggest you have just effused, but you haven’t exactly nose-wrinkled either, as the combination of snoozy blanderry and startling oddity in the pictures might suggest is necessary. Is it one of those things that is not the same when seen in the real world?

Reminds me of an International Lonestar truck.

An interesting read. I had the good fortune to test drive one of these about ten years ago. It was the petrol V6. Looking back I can´t recall anything about the car that would hint at its poor sales. While I reckon the car could have been a little lower, it is an excellent package for driver and passengers so you can see why it is tall. It drives beautifully – you can waft along if you like but if you want to press on the car handles with aplomb. The two problems with the car are that it was too big and costly – it was up against intensely well-developed rivals in the 5 and the E. And Lancia had a reputation as cars that offered sensitive and feelsome controls so you were involved in the driving. The Thesis was too reserved – ideal as a limousine but not as interesting as cars like the Mondeo Mk2 and Peugeot 406 which had well tuned controls. What Lancia needed was a Mondeo/Passat/406 sized car and not something from the D class. And they needed driver apeal rather than well executed anasthæsia. I think it´s a wonderful car for what it is but it was the wrong product for Lancia.

If the moderators don´t mind, here is a link to my wordy test drive article: https://driventowrite.com/2014/05/12/2002-lancia-thesis-3-0-v6-review/

“A very fine job of making the wrong car” – very nice.

For all the great effort, it seems that every single element misses – the beautiful glove box that holds just a ciggy pack – and in any case should have been used in other combinations across other models (or more coherently combined in the one).

As noted above though, it must make them a killer buy presently. Old BM’s and Mercs aren’t going to be any less trouble-prone or costly by now, and freed of its competitive new-car role, it’s got to be far more interesting than them.

One other thing, I also test drove a Lancia Kappa which preceded the Thesis. Though not as finely made (it´s not bad, and it is comfy and distinctive) it is a very convincing balance of ride and handling. It is also handily sized – spacious inside but not bulky. If you don´t mind the fake wood trim and odd plastics it is in many ways a much more convincing car than the Thesis. It also looks incredibly distinctive despite its restrained looks (you´d never mistake it for anything else).

FCA also did the opposite, i.e. rebadging Lancia Ypsilons as Chryslers, for certain markets.

Especially in the United Kingdom and Ireland where Lancia was forever doomed in the 1980s for the prodigious rust manifestation. So, Lancia never recovered from the bad publicity there.

Living in Germany, it was weird seeing second-generation Chrysler 300 rebadged as Thema Executive (with better looking grille), Chrysler Town and Country as Voyager, and Chrylser 200 as Flavia.

Lancia model range has been dwindled to single model and limited to a single market today: Italy-only Ypsilon based on Fiat 500.

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It’s time to appreciate the Lancia Thesis

Forgive us, Lancia Thesis, for the world was never meant for one as beautiful as you.

In the decade since its demise, the Lancia Thesis has been propping up lazy ‘ugly car‘ lists across the internet, deemed worthy of little more than the merest mention in the context of its jaw-droppingly elegant rear lights. The wood enthusiasts in Malvern saw enough beauty in the Thesis to borrow the ‘microbulb’ lights for the Aeromax.

For sure, the Lancia Thesis looks a little weird, certainly in the context of its contemporary German rivals. But looking slightly odd has never hampered Martin Clunes, so why did the world fail to embrace the Thesis?

British buyers didn’t have a choice. The Thesis never made it to these shores, Lancia only returning to the UK under the cover of Chrysler.

It wouldn’t have stood a chance. Faced by the collective might of the 5 Series, E-Class and A6, the elegant Lancia would have been lost beneath a deluge of faeces-related quips.

“The time is ripe for Thesis,” said Lancia in 2001, in a statement unrelated to faecal matter.

The Thesis was borne out of the Dialogos concept of 1998 , a car with swivelling armchairs rather than seats, an absence of door handles, pillar-less entry, suicide rear doors, and an ability to switch between left- and right-hand-drive.

You're really spoiling us

It allowed Lancia to “conceive the idea of stress-free driving and envisage the passenger compartment as both ideal microclimate and living room,” said the company.

What’s remarkable is how much of the Dialogos styling made it into production. The front and rear are straight outta concept, but Lancia lost its nerve when building the bit in the middle. With the B-pillar in place, door handles in situ, standard rear doors, and Vanden Plas-style chrome strip along the side, the Thesis looked more like a low-rent Korean rental car in profile.

In fairness, the Thesis did a fine job of hiding its size. At 4.88 metres in length, this Italian saloon is knocking on the door of Range Rover territory, but while SUVs are aggressive and crude machines, the Thesis puts on a display of restraint and splendour. This is a car for arriving at ambassadorial receptions, not in the car park of a Premier League football ground.

The Italian Scorpio?

Which is the point of the Lancia Thesis. If you’ve ever seen a Thesis at night, you will have admired the diamond-shaped xenon headlights and the almost surreal beauty of the LED rear lights. There are just two 1cm wide strips: one red and one orange. Pure class.

If the jury is out on the interior styling – did somebody say ‘Italian Ford Scorpio ’? – there’s little to debate when it comes to the cabin. The dials were a welcome nod to the Aurelia and Flaminia, with the instruments set off against a soft blue background. Meanwhile, wood, leather, Alcantara and magnesium combined to create an interior that looked and felt a class above the ‘premium’ execs jostling for position on the Autostrade.

Naturally, you’d want the Alfa-sourced 3.0-litre V6 combined with the Comfortronic transmission for maximum waft, but don’t discount the 2.4-litre five-cylinder for aural pleasure. The 2.0-litre turbo was the quickest to 60 and delivered more torque than the 2.4-litre JTD. A diesel in a Thesis? No thanks.

Lancia spent big bucks on the Thesis, resisting the temptation to base the car on a stretched Alfa Romeo 166 platform. The result was a car that rode as well as any luxury car, helped in no small part by the so-called ‘Skyhook’ semi-active damping system. It used sensors to select the optimum damping force required by each shock absorber, to deliver a soft and controlled ride.

Poltrona Frau soft leather was an option, with heated front seats standard on the top-spec models. Tick the right box and your Thesis could leave the back passage of the showroom with ventilated massage seats in the front, and heated massage seats in the back. Thanks to its long wheelbase, the Thesis offered a huge amount of rear legroom. This was a car to drive and to be driven in.

A seven-inch display, voice control, Bose sound system, adaptive cruise control, eight airbags, front and rear parking sensors, and keyless entry wouldn’t look out of place on a spec list today. 

Home delivery

Lancia also knew how to make a customer feel special. Cars were delivered to the doors of potential clients for a test drive, while showroom staff were trained solely to deal with the Thesis. Once purchased, the car would be delivered to the customer’s home or office by the salesperson who sold the car. A few days later, the dealer principal would call to ensure that everything is in order.

The company promises lifetime ‘Home Service‘ cover, which included collection within 48 hours following a report of any faults, a loan car while the Thesis was in for repair, and a dedicated freephone number. Could any lucky Thesis owners could report on the effectiveness of this service?

Maybe it’s the passing of time or simply the increasing number of over-styled SUVs on our roads, but the Lancia Thesis appears to be ageing like a fine Italian wine. Those front and rear bumpers, free of clutter, look delightful, while the overall design, which might have looked out of place at the turn of the millennium, is most welcome in 2019.

Everything in context. Picture yourself driving home from the opera in a Thesis; the world is monochrome as your tyres roll across the gravel outside your immaculate Italianate townhouse. The sound of Puccini is heard from inside as your Monica Bellucci lookalike wife greets you at the door. Life is good.

The Lancia Thesis slots into this vision in a way that a contemporary German exec can only imagine. If only the world had been kinder to the misunderstood Italian. They would not listen, they did not know how. Perhaps they’ll listen now.

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Thesis, the last true Lancia

• 14 April 2020

In 2002 with the Thesis, Lancia launched a valid attempt to return once again to the place it rightly deserved in the annuals of the automobile. The endeavour was inaugurated through a new flagship concept that offered a brave and very astute mix of the past and present and encompassed the celebrated legacy of the Turin brand.

The idea first came to light in 1998 at the Turin Motor Show where a concept called Dialogos was revealed, a semi-final prototype of a three-volume sedan with suicide doors and advanced technological components. The Dialogos was warmly received and a large investment was approved to put it into production. Surprisingly, in 2000, a version appeared for Pope John Paul II, which was given the name “Giubileo” (Jubilee).

At its presentation, in 2002, it was clear how Mike Robinson, chief designer at Lancia, wished to combine the stylistic features of the past with more decisive, contemporary touches; the nose that featured a large Lancia radiator grille, the diamond-shaped headlights and the soft fenders were reminiscent of the Aurelia, while at the rear those characteristically thin and innovative LED lights that look like slender fins, recall the Flaminia. The Thesis heralded a new stylistic language that was balanced by the opulent classicism of the interior. A language that was difficult to understand as history would sadly go on to confirm. The Thesis had the difficult task of repositioning the brand and bringing it back to international markets where Lancia had been absent since the early nineties after the Lancia K debacle.

A promise it was unable to fulfil as only 16,000 examples were produced. The rarity that followed, especially for the top-of-the-range versions powered by a 215bhp 3.0 V6 or the 230bhp 3.2 V6, both petrol engines sourced from Alfa Romeo and designed by Giuseppe Busso, makes it a somewhat inexpensive future classic worth betting on.

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Lancia's Thesis was its Requiem

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It has been conjectured that Fiat's attempt to take its storied Lancia charge from rallying legend to a somewhat effeminate near-luxury brand, overtly geared to women, was doomed to begin with.

However, today - perhaps, particularly this year - it's worth remembering the brand's last flagship, the Thesis, for a memorable ad in which Italian actress Maria Grazia Cucinotta appeared, riding a bike along a tree-lined avenue.

A number of large cars whizz past her, causing her hair to fly uncontrollably, and even her skirt to lift. She stops, annoyed. When a Lancia Thesis approaches at high speed, Maria prepares for yet another buffeting; yet her skirt barely flutters, as the breeze caresses her hair. The car overtakes her gently, quietly, and smoothly.

As the film ends, the cyclist and the driver exchange glances, in mutual recognition of this sophisticated demonstration of power, one which has left room for courtesy and sensitivity.

Lancia is - perhaps soon, was - one of the world's oldest automakers. Founded in 1906, it became known for technological innovation and craftsman-like attention to detail.

In the Twenties, the Lancia Lambda was the first car in the world with stress-bearing bodywork, eschewing the frame to which American automakers would remain true for the better part of the twentieth century. The Lambda was also first with independent front suspension.

France's Citroën would become famous for its obsession with wind tunnels and aerodynamics, but Lancia's Aprilia of the Thirties boasted a wind-cheating body before Citroën had ever mentioned coefficients of drag; and registering a C d of 0.47 back when the average value among the competition was a bluff 0.60.

And in the Fifties, under the Aurelia's hood was the first V-6 ever fitted to a roadgoing vehicle.

From the 1970s onward, under Fiat ownership, Lancia wrestled with reliability and rust prevention, while also struggling to retain its identity. Fiat became increasingly intent on integrating Lancia into its engineering and purchasing systems, which saved cost but also hurt competitiveness - particularly in the upper echelon, where being authentically distinctive is important.

The '80s rallying success of the legendary Lancia Delta Integrale - six consecutive world championship titles - gave Lancia something truly unique to talk about again. More recently, its Ypsilon city car proved very popular.

But the soft, sinuous lines for which many remember Lancia need a large canvas to really work.

Lancia's last commercially successful flagship was the 1985 Thema. The Thema's successor, the Kappa, had not done quite as well, despite plaudits for its refinement, packaging, and capable chassis. Some said that Kappa's use of an Alfa Romeo platform had condemned it to also-ran status.

Determined to regain its stature, Lancia decided to pull out all the stops. In 1995, it launched itself into researching what the typical Lancia customer - the "enlightened bourgeois of the 1950s and 1960s," as Fiat Auto managing director Roberto Testore put it - would want at the turn of the Millennium.

The answer came in the form of Mike Vernon Robinson's stunning "Diàlogos" concept of the 1998 Turin Motor Show. The high front, long bonnet, and profile resembling an upside-down wedge marked a new formal language, one which refuted the school of rational forms in favor of emotional elegance. Its large, vertical grille was flanked by diamond-shaped headlamps; its sculpted, shapely fenders broke away from the hood line in a manner similar to cars of the Thirties and Forties. All of this bucked the trend for over-rational, visually spare shapes.

"Exciting elegance goes far beyond rational utility to leave space for the imagination," Lancia enthused. Though controversial, the look successfully averted the customary protruding bumper and consequent front overhang of front-wheel-drive cars.

Neither Fiat nor Alfa Romeo had anything rear-wheel drive. The new Lancia flagship - unlike the Mercedes-Benzes and BMWs with which it would compete - would thus be front-drive. That apart, however, Lancia promised that the Thesis platform would not be shared with any other cars in the Fiat group. Fiat had virtually invented platform sharing, but was now developing spaceframe technology which allowed the basic chassis to be tailored to different cars, with flexible dimensions and flexible mountings.

Inside, innovative telematics technology would prove that the Italians had, finally, mastered multiplexing; with the added bonus of providing intriguing contrast to the retro exterior. There would be a seven-inch TFT color display in the dashboard, with navigation, voice recognition, a hands-free phone, and an optional television. Other options of note would include radar cruise-control, a sunroof with solar cells to power the air conditioning when the vehicle was parked in the sun, dual climate zones for the rear passengers, power assistance when opening the doors, tri-fan ventilated and massaging seats, an electronic parking brake, and an eleven-speaker Bose audio system.

Each Thesis would get eight air bags as standard, and electronic stability control.

The doors would close as soundly as those of a Mercedes E-Class, and the materials employed in the cabin would be used not merely for appearance, for also for the tactile and acoustic reactions they aroused.

"People will be looking for excuses not to buy this car. So, we wanted to be damn sure we didn't give them anything to hook onto," Robinson told CAR magazine.

Underlining the technology within were bi-xenon headlights and thirty LEDs per taillight.

The Italians were particularly proud of their telematics system which, they promised, was the easiest to use around. This, remember, was just as BMW's iDrive launched in the E65 7 series, confounding journalists and owners alike.

However, like the French , the Italians had never been particularly good at electronic gadgetry. The car suffered several delays.

"Trimmed as it is in acres of (real) wood, leather, and alcantara, it's sure to become a favorite among Europe's executive class," wrote Frank Markus for Car and Driver in February 2001 upon seeing the finished result at Geneva.

"The cabin is truly rich, and walks the right side of that line in Italian style dividing the perfectly proportioned minimalism from their bling-bling rap-star Versace vulgarity," said Paul Horrell for CAR. Horrell was particularly impressed with the lightly-varnished wood trim and cast magnesium in the center console. "I can't tell you how much more satisfying it is to use a cupholder or ashtray that glides out of solid metal than some clacky plastic lid."

The car would be named "Thesis" which, like Thema, recalled a letter from classical Greek. This, said Lancia, conjured up the image of culture, while also conveying the idea of advanced scientific research and state-of-the-art technology.

Originally planned to launch in 2000, the Thesis in April 2002 finally became the largest and most luxurious sedan in the Fiat Group portfolio.

To Lancia's credit, the challenging front and rear fasciae of the concept had been retained for production. Yet something had been lost in translation; mostly, perhaps, in the flanks. Something about those door frames seemed more plebian than the rest of the car, and that bulging waistline, much though (as design critic Stephen Bayley has suggested ) it might have recalled the 1965 Flaminia, did not quite fit.

Rumor had it that some degree of inflexibility in Fiat's early spaceframe strategy had forced the change in proportions.

Whatever the reason, the Thesis tended to photograph as though three cars: front, sides, and rear. Not for nothing was it frequently described as simultaneously pleasantly controversial yet frustratingly mellow.

On the road, where the human eye tends to focus on one aspect, the Thesis' lines worked better. Front and rear, from a dead-on perspective, it looked at least as rich as the German competition, and certainly exhibited more character.

To drive, Thesis should have been fairly capable. Its aluminum front suspension was a development of the traditional double-wishbone layout, which enthusiasts find preferable to MacPherson struts. Five links controlled the movement of the front wheels, yet kept virtual steering axle as close as possible to the wheel center, to benefit steering accuracy and response. At the rear, various arms in aluminum, steel, and cast iron provided a fair degree of passive rear steer. Grip was decent, particularly for a car which weighed four thousand pounds. Predictably, the nose would eventually run wide under hard cornering, but the lack of feel through the steering was as frustrating as its non-linear response.

The odd twitchiness of the chassis could pay off, however, as the Thesis was throttle steerable. Lift off, and balance would be restored.

The silent cabin, with its five-millimeter glazing, met a ride that was very good indeed. For the body control, and superlative smoothness over the most pocked roads, one could thank Maserati, who (together with Mannesmann-Sachs) had engineered those six-sensor, semi-active dampers for its Spyder sports car. More akin to a Jaguar than to the German competition, so good was the suspension's ride quality that it even had a name: "Skyhook." Buick would unofficially borrow that name to describe the ride of its own cars.

Predictably, the Thesis' most popular engine was the torquey yet economical 2.4-liter JTD diesel. Surprisingly in thrifty and displacement-taxed Europe, gasoline buyers bypassed the two-liter turbocharged and 2.4-liter five-cylinder models in favor of the sonorous, Alfa-derived three-liter 24-valve V-6.

Lancia had invented the V-6, and this particular engine revved happily to its 6,300-rpm power peak, and 7,000-rpm red-line, producing 215 horsepower and 194 foot-pounds of torque. That made for a top speed of one hundred and forty-six mph; but the Thesis’ sheer heft ultimately conspired against it, resulting in a rather relaxed, 9.2-second 0-60 mph time.

A 3.2-liter V-6 was also available. Plans were made to offer Cadillac's Northstar V-8 and a three-liter Isuzu V-6 diesel was offered as well (to be shared with the Saab 9-5 and Renault Vel Satis), but Fiat's messy divorce from General Motors in 2002 put paid to that.

Thesis was supposed to support an effort to push Lancia sales from just one hundred and fifty thousand in 2001, to three hundred thousand by 2008.

However, Thesis failed to hit even the modest sales goals Lancia had set for it: a mere thirteen thousand and two hundred units in 2002, and hopes for twenty-five thousand in 2003. Mind you, in true Italian fashion, they could never quite agree on a target. Juan Jose Diaz Ruiz, executive vice-president for marketing and sales, was more ambitious. He foresaw annual sales of thirty-five thousand cars.

In the end, they sold just sixteen thousand over seven years. Sales ran through 2009, but the Mercedes-Benz, BMW, and Audi triumvirate was never threatened. More to the point, the Thesis couldn't nearly match the sales of its Kappa predecessor; and the Kappa, in turn, had not done as well as the Thema before it.

Lancia took the failure on the chin, having invested four hundred and five million euros in the project (one hundred and eighty-five million for R&D, and two hundred and twenty-one for tooling).

Following 2010’s Fiat/ Chrysler tie-up, Lancia CEO Olivier François took on the additional role of Chrysler CEO. He saw a parallel between the two brands. For the past ten years, he noted, both had strived to offer, to varying degrees, a quietly elegant, near-luxury experience. Both were positioned as style-conscious brands for upwardly mobile, trend-setting customers.

François was widely regarded to have done a good job at Lancia with limited resources. Despite the long-running Ypsilon and Musa both being based on the floorpan of the last-generation Fiat Punto, and though the Lancia Delta was constrained in its proportions by the Fiat Bravo platform, Fiat’s near-luxury brand had ridden out the effects of the economic downturn remarkably effectively. In a down market which had battered the auto industry, Lancia’s sales in 2009 had remained flat.

But François would sound Lancia's death knoll when he rebadged various Chryslers - including a minivan - as Lancias.

Today, Lancia sells cars only in Italy - and its only car is the little Ypsilon hatchback. The brand is not expected to last much longer.

What a pity. Thesis was a colorful car in a conservative segment - a dignified expression of what Lancia thought its brand could be in the modern era. However, after several years of lackluster cars, for one model to muster the distinction to support a hefty price tag was always going to be a tall order. And the relevance of Lancia's somewhat muddled brand values, post-Millennium, was at best debatable.

Writing for CAR, Paul Horrell saw this clearly at the time. "Imagine a Rover 95 (a theoretical step-up from the British brand's retro 75, which debuted at roughly the same time as the Thesis and which also proved to be its maker's swansong) and you would be spookily close.

"It's a scary thought: two brands that refuse to be youthful or sporty (are the) two brands that have underperformed."

Further reading

Lovely and wrong: Richard Herriott assesses Lancia's former flagship Driven To Write

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The story of the mysterious Lancia Thesis

Posted: 9 April 2024 | Last updated: 9 April 2024

Lancia Thesis

Compared with the Thesis, few cars from  Lancia  had so much time and money invested in them.

A a car of slightly mysterious allure but plenty of technology, it was developed on its own bespoke chassis and the same sort of suspension used in the  Maserati  Spyder,  Granturismo  and  Quattroporte . It even had radar-guided cruise control - the first Lancia to do so.

Despite the effort and attention lavished on it to make it a true rival for the  BMW 5 Series  and  Mercedes E-Class , it was dropped from the price list after eight years with less than 20,000 produced.

We therefore thought it best to find out why, partly because it has never been sold in the UK, partly because it’s a relatively rare sight even in its native Italy, and partly because it looks a little weird.

Front end design

From the front i ts chrome Lancia grille resembles a medieval shield, and from the rear, where the translucent glow of some rather gothic tail-lights give it a look like no other car on the road.

Piggy in the middle

From the side, however, the Thesis is a car of three parts, its distinctive nose and tail sandwiching one of the dullest centre sections of any executive car on the road. Which is a pity.

Such dullness is all the more disappointing given the design origins of the Thesis – pronounced ‘tay-sis’, rather than as per the lengthy academic tract - which stemmed from a striking 1998 concept called Dialogos.

This car’s clean flanks, wooden floor, subtly sculpted dashboard and suicide-rear-doors promised something refreshing, but Lancia’s nerve faltered, the production version trading the subtle curviness of the original vision for banality instead.

Beauty on the inside

Given that Lancia’s biggest barely registers on any sales graph featuring the 5 Series, E Class and A6 , it might just as well have gone the whole way and produced something really different.

Especially as the Thesis feels pretty special inside, despite the loss of the concept’s (admittedly impractical) wooden floor and smooth-contoured seating.

Sparely deployed wood, cream-faced instruments and richly upholstered seats make this Lancia a car you want to get in as do the heated and cooled massage seats that can be optionally installed front and rear.

Forbidden fruit

The Thesis’s non-availability in the UK meant that I had a long wait, after its 2001 launch, before sampling its charms, and then only as a passenger. But that was enough to discover whether it was burdened with a problem afflicting almost every Fiat Auto product of the day, which was an inability to absorb sharp, transverse ridges like motorway expansion strips without firing a creaky judder through the dashboard.

Disappointment

That might sound a ludicrously arcane basis on which to judge a car, but the aura of mild flimsiness provoked by this flaw was one I hoped this more substantially assembled Lancia would be free of. Within minutes of climbing aboard a Thesis at Turin airport I had my answer – it soon hit an autostrada expansion strip, and I heard the faint plastic crack of a dashboard quivering with a tremor that the suspension had failed to suppress. Oh, the disappointment.

Mild yearning

A couple of years later I got to actually drive a Thesis, and discovered a car not much more able in the bend-bashing department. But those beguiling tail-lights and that classy Italian cabin make this a saloon that I have a mild yearning for - especially as they're so rare.

Consequently we couldn't find any Thesis' for sale in the UK today. But in Italy cars are available at less than €10,000 for a clean example. Tempted?

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Lancia Thesis

Full-size car (2001–2009) / from wikipedia, the free encyclopedia, dear wikiwand ai, let's keep it short by simply answering these key questions:.

Can you list the top facts and stats about Lancia Thesis?

Summarize this article for a 10 year old

The Lancia Thesis (Type 841) is a full-size 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 Lancia Diàlogos concept car. [4] The production car premiered at the 2001 Geneva Motor Show and its interior was displayed for the first time at the Frankfurt Motor Show that same year. Sales started in June 2002 in Italy, with export markets following shortly after. [5]

Skip to content

• Home Board index Lancia forums in English 40 Thesis
• Topics Replies Views Last post
• Dual Mass Flywheel" for a Thesis Turbo 2.0 * 2003 by Space » Tue Apr 18, 2023 11:26 pm 2 Replies 1022 Views Last post by kandreoamreo Sat Feb 10, 2024 7:20 am
• Mirror glass removal by dnapekko » Thu Dec 29, 2022 11:40 am 2 Replies 872 Views Last post by MerleFord Fri Aug 11, 2023 4:39 am
• Thesis Executive Poltrona Frau tobacco 18 inch Centenario 2.4 20V automatic by ScuderiaLancia » Fri Jan 06, 2023 9:21 am 0 Replies 943 Views Last post by ScuderiaLancia Fri Jan 06, 2023 9:21 am
• New Loudlink Bluetooth car kit firmware for Lancia Thesis V3.0.4.2 by arnoldf » Wed Dec 14, 2022 12:09 pm 0 Replies 817 Views Last post by arnoldf Wed Dec 14, 2022 12:09 pm
• EPB broken (again) by BartW » Wed Sep 28, 2022 8:08 pm 0 Replies 1063 Views Last post by BartW Wed Sep 28, 2022 8:08 pm
• Looking for software update of the infotainment by cmvrgr » Sun Feb 20, 2022 2:35 pm 3 Replies 1747 Views Last post by daniel_l Sat Sep 03, 2022 10:13 am
• Dusk and rain sensor problem solved by Isola » Wed May 11, 2022 6:21 pm 0 Replies 1256 Views Last post by Isola Wed May 11, 2022 6:21 pm
• Loudlink Bluetooth car kit new firmware for Lancia Thesis - version: V3.0.4.0 by arnoldf » Fri Jun 25, 2021 10:52 am 0 Replies 1268 Views Last post by arnoldf Fri Jun 25, 2021 10:52 am
• Lancia Thesis 2.4jtd common problems by vtr » Wed Jun 09, 2021 3:21 pm 0 Replies 1342 Views Last post by vtr Wed Jun 09, 2021 3:21 pm
• Lancia Thesis 2,4 JTD, r.v 2003, how to open car?? by PanMacho » Fri Jan 29, 2021 2:32 pm 2 Replies 2362 Views Last post by hartzler Fri Mar 12, 2021 11:59 am
• Lancia thesis 2.4 ECU needed by Baissou82 » Tue Aug 04, 2020 9:08 pm 1 Replies 3441 Views Last post by 1608cc Sun Sep 13, 2020 4:59 pm
• aisin 55-50 volvo renault thesis opel? by agusthesis » Tue Mar 17, 2015 8:50 pm 7 Replies 8559 Views Last post by cavaradossi Mon Apr 20, 2020 7:43 am
• Thesis 2.4 mjtd gearbox support options by alaala » Sun Apr 19, 2020 7:59 pm 0 Replies 3676 Views Last post by alaala Sun Apr 19, 2020 7:59 pm
• Clutch Master Cylinder by Chops130 » Wed Mar 18, 2020 10:35 pm 0 Replies 4858 Views Last post by Chops130 Wed Mar 18, 2020 10:35 pm
• lancia thesis rear boot (trunk) problem by Tono92 » Thu Nov 14, 2019 11:00 pm 0 Replies 4276 Views Last post by Tono92 Thu Nov 14, 2019 11:00 pm
• Turbo pressure by alfaulf » Wed Aug 07, 2019 10:30 am 2 Replies 4901 Views Last post by alfaulf Mon Aug 12, 2019 6:41 am
• Fensterheber und servoleitung by Klaus Kurve » Mon Mar 25, 2019 4:01 pm 1 Replies 4471 Views Last post by Koen Mon Mar 25, 2019 7:27 pm
• Fensterheber und servoleitung by Klaus Kurve » Mon Mar 25, 2019 3:59 pm 0 Replies 4331 Views Last post by Klaus Kurve Mon Mar 25, 2019 3:59 pm
• Parts from centenario by vlad47 » Fri Mar 08, 2019 4:14 pm 0 Replies 4540 Views Last post by vlad47 Fri Mar 08, 2019 4:14 pm
• Looking for ACC Radar sensor by 1608cc » Sun Jan 27, 2019 12:56 pm 0 Replies 4519 Views Last post by 1608cc Sun Jan 27, 2019 12:56 pm
• Air Conditioning - Rear Button Problem by Teza » Wed Apr 11, 2018 11:24 pm 6 Replies 5945 Views Last post by Teza Mon Oct 29, 2018 11:38 pm
• ABS error on MES C1085 by kicbe » Fri Aug 17, 2018 9:11 pm 0 Replies 4533 Views Last post by kicbe Fri Aug 17, 2018 9:11 pm
• Seat adjustments not working by Isola » Sat Jun 03, 2017 6:10 pm 2 Replies 5996 Views Last post by Isola Fri May 18, 2018 7:16 am
• Source for suspension parts by Isola » Fri May 18, 2018 7:07 am 0 Replies 4925 Views Last post by Isola Fri May 18, 2018 7:07 am

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Catalogo Ufficiale Lancia Thesis

L w w w. l a n c i a . i t

La modernità delle linee di Thesis ha nel suo patrimonio genetico le forme pure e morbide del periodo più bello di tutta la storia dell’automobile, gli anni ’30 e ’40. Thesis reinterpreta con estro creativo l’armonia delle proporzioni, il calore delle forme, i giochi tra linee e curve. Ci sono richiami alle grandi Lancia del passato, Aurelia e Flaminia, ma c’è soprattutto la rinascita di una dimensione dell’auto che sta andando perduta: l’emozione estetica.

STILE Sul frontale scultoreo brillano forme meravigliose. La calandra verticale, segno inconfondibile del marchio, e i fari romboidali, formosi e sensuali. Indimenticabili.

I sottili fanali posteriori di Thesis firmano la notte con un intenso e futuristico taglio di luce e trasmettono l’eleganza di un preciso richiamo al passato.

Pelle, legno, magnesio. Un ambiente morbido, avvolgente e coinvolgente, in cui la cura artigianale dei materiali convive con una tecnologia cosĂŹ evoluta da essere “invisibileâ€?.

Climatizzatore automatico multizona. Chi sale su Thesis si sente unico. Anche quando sa che a guidare sarà un altro. Il sistema di climatizzazione si adatta alle esigenze di ogni passeggero: la temperatura e la distribuzione dell’aria possono essere regolate diversamente nelle zone sinistra e destra dell’abitacolo. E grazie ad un sistema multizonale le funzioni possono essere modificate anche dai passeggeri posteriori.

Sedili Comfort. Rivestiti in morbida Pelle Nappa firmata “Poltrona Frau”, i sedili Comfort hanno forme rotonde e morbide, che assicurano, oltre alla piacevolezza estetica anche la massima comodità. La stessa che proverete scegliendo, tra la vastissima gamma di configurazioni dei sedili, quella ideale alle vostre esigenze. Basta sfiorare un tasto, e il guidatore potrà memorizzare anche quella del volante e degli specchietti retrovisori. Siete su un’automobile ma pensate di essere altrove. Sui sedili Comfort potrete godere di ulteriori piacevoli sensazioni, grazie alle funzioni di ventilazione e riscaldamento. Inoltre, la funzione di adattatività regola la quantità

Pompa Dettaglio sedile guida

d’aria contenuta nell’imbottitura in base alla pressione esercitata dal Ventola

passeggero. Adesso non vi resta che concedervi un rilassante massaggio scegliendo la relativa funzione.

Centralina di controllo Massaggio adattativo Ventilazione Riscaldamento Riscaldamento

Keyless System: Thesis vi riconosce. Basta avere con sé il CID (Customer Identification Device), la nuova chiave elettronica che riconosce il proprietario della vettura. Avvicinandosi a Thesis e premendo il pulsante elettrico all’interno della maniglia della portiera, la centralina elettronica del Keyless System verifica se nel raggio di un metro è presente il CID. Quando lo trova e riconosce corretti i codici segreti trasmessi via radiofrequenza, apre automaticamente la portiera. A questo punto non resta che sedersi al volante e avviare il motore, con la semplice rotazione di una manopola.

Su una grande berlina come Lancia Thesis le dimensioni non sono un limite alla manovrabilità. Merito dei cambi: a sei marce il manuale, abbinabile al 2.4 20v ed al 2.0 24v turbo, l’automatico a 5 rapporti accoppiato al motore 3.2 V6 ed anche al 2.4 20v ed al 2.4 Multijet 20v. Entrambi precisi e silenziosi trasmettono al meglio la potenza dei motori (da 150 a 230 CV) assicurando una guida omogenea e disinvolta. Il cambio automatico a 5 marce, in particolare, è un cambio che ne vale due. Basta un gesto per passare dalle comuni posizioni di un cambio automatico alle performances di un cambio manuale sequenziale. Che per un automobilista significa riappropriarsi in pieno della scelta delle marce, con in più il sollievo di essere avvisato dalla centralina qualora il motore finisse fuori giri. Nella guida in automatico, invece, il cambio riconosce in pochi secondi lo stile di guida dell’automobilista e adatta la propria risposta alle abitudini di chi sta al volante.

Impianto Hi-Fi Bose® Sound System. Il comfort si esprime anche in emozioni, come quelle che si provano ascoltando musica ad alta fedeltà. È per questo che Lancia e Bose, leader indiscusso nella produzione di Hi-Fi, lavorano insieme già in fase di progettazione. Il risultato è un sistema stereo integrato e non semplicemente installato sull’automobile. Thesis diventa così un elemento attivo nell’offrire un suono di qualità superiore a tutti gli occupanti della vettura. Sembra di ascoltare un concerto dal vivo dove tutti i posti a sedere sono sempre in prima fila: una stereofonia omogenea con una resa sonora massima, avvolgente, spaziosa e bilanciata su tutta la gamma d’ascolto a qualsiasi volume. Merito del posizionamento ottimale degli altoparlanti nell’abitacolo e dell’equalizzazione, fatta su misura per l’ambiente interno di Thesis. L’emozione è resa ancora più piacevole dalla possibilità di intervenire sull’impianto stereo anche dai posti posteriori grazie ad un telecomando collocato nel vano del bracciolo.

Radar Cruise Control (RCC). Thesis vi offre l’opportunità di adottare l’RCC (Radar Cruise Control), un sistema di controllo automatico che mantiene costante la distanza tra voi e i veicoli che vi precedono, sollevandovi dal compito di adeguare continuamente la velocità di crociera.

Freno a mano automatico (EPB). Il freno a mano cambia abitudine. Lancia Thesis è dotata di EPB (Electric Parking Brake) un sistema di freno di stazionamento che si inserisce automaticamente allo spegnersi del motore o all’aprirsi della portiera lato guida se l’auto è in movimento. Previene ogni movimento indesiderato della vettura applicando la massima forza di bloccaggio.

INNOVAZIONE

Disposizione dei comandi. Su Thesis ogni desiderio si realizza all’istante. Basta mettersi alla guida per avere a portata di mano la tecnologia più evoluta. Dal volante, oltre ai comandi per le funzioni tradizionali, ci sono i pulsanti per regolare ed impostare l’impianto Hi-Fi, per azionare il telefono ed i comandi vocali o per intervenire sulle funzioni di Connect. Ma anche chi vi siede accanto potrà scegliere. La console centrale è stata progettata per consentire sia al guidatore sia al passeggero anteriore di utilizzare agevolmente e con facilità i comandi. Basterà sfiorare un tasto per esaudire le vostre richieste, come la ricerca della temperatura ideale. E se vorrete, potrete inserire nel bracciolo anteriore il telefono con display.

CONNECT con display da 7”. Ascoltati, assistiti, informati e soddisfatti, eppure non avete fatto nient’altro che sfiorare un tasto. Lancia ha messo il mondo al vostro servizio dotando Thesis di CONNECT di serie, il più avanzato sistema infotelematico di bordo disponibile sul mercato. Per assecondare le vostre esigenze ovunque vi troviate potete collegarvi al Contact Center di Targa Infomobility, per dialogare con un operatore che potrà esaudire qualsiasi delle seguenti richieste: INFOMOBILITY · TRAFFICO: informazioni sul traffico delle reti autostradale e tangenziale, aggiornamento in tempo reale sulle variazioni della viabilità (“follow me”). · DESTINAZIONI: guida dettagliata per raggiungere ristoranti, hotel, farmacie, banche, cinema, teatri, eventi e locali di tendenza (“drive me”). · INFORMAZIONI: previsioni del tempo, stato dei voli, orari trasporti pubblici (treni e traghetti). · PRENOTAZIONI: Hotel, ristoranti, voli. ASSISTENZA: assistenza stradale, consulenza medica, legale, assicurativa. Finalmente la tecnologia ha messo l’uomo in contatto con l’uomo.

Navigatore satellitare. La tecnologia può portarvi ovunque, basta chiedere. Il navigatore satellitare con telefono GSM integrato e comandi vocali vi mostrerà una mappa dettagliata del percorso da seguire, fino al raggiungimento della destinazione. Il tutto sul display da 7” a cristalli liquidi a colori, collocato nella parte centrale della plancia. Il display può visualizzare anche le informazioni relative a radio, CD, telefono, Hi-Fi, trip computer oltre alle numerose funzioni di bordo, dai km percorsi al limite massimo di velocità. E se vorrete, a vettura ferma, potrete vedere anche la TV. Oltre che facile sarà un viaggio estremamente piacevole, accompagnato dalla vostra musica preferita. Potete scegliere: il CD changer, collocato nel cassetto portaoggetti lato passeggeri, contiene fino a sei dischi.

Tetto apribile a celle solari. Anche d’estate il parcheggio è sempre all’ombra. Ovunque decidiate di lasciare la vostra Thesis, vi accoglierà al vostro ritorno con una temperatura assolutamente gradevole. Merito delle celle solari che, ad auto ferma, permettono al ventilatore di attivarsi, favorendo un ricambio dell’aria e riducendo la temperatura interna. Quando l’auto è fresca anche l’impianto di condizionamento ne giova, riducendo i tempi e quindi i consumi per portare l’auto, una volta riavviata, alla temperatura desiderata.

Proiettori a scarica di gas Bi-Xenon. Lancia ha scelto la massima visibilità del proiettore Bi-Xenon che, rispetto ai normali fari alogeni, raddoppia l’intensità luminosa e riduce il consumo energetico del 35%, migliorando il bilancio energetico complessivo del veicolo. I proiettori a scarica di gas Bi-Xenon si avvalgono di una mostrina mobile che ripartisce con diverse intensità la luce di un’unica lampada xenon tra abbaglianti e anabbaglianti. La luce abbagliante, eccezionalmente ampia e luminosa, consente di individuare più rapidamente i pericoli. Quella anabbagliante, egualmente luminosa ma maggiormente diffusa evita il pericolo di abbagliamento dei veicoli che provengono dalla direzione opposta. I proiettori sono accompagnati da un impianto lavafari integrato nel paraurti che garantisce una buona visibilità in qualsiasi condizione stradale.

ABS con ripartitore di frenata elettronico EBD, MSR, ASR e ESP. Davanti a Thesis anche la strada si piega. Merito di un impianto frenante che si avvale dei più sofisticati sistemi elettronici di ausilio come l’ABS con ripartitore di frenata elettronico EBD, che bilancia la frenata in maniera ottimale tra ruote posteriori e anteriori riducendone lo spazio necessario e aumentando così la sicurezza anche in casi di emegenza. L’MSR che evita lo slittamento derivante dal blocco delle ruote, frequente quando si scala bruscamente di marcia in condizioni di bassa aderenza stradale. La stabilità è ulteriormente assicurata dal sistema TC (Traction Control) + ASR (Anti Slip Regulation) che stabilisce l’erogazione di potenza in modo da non far pattinare le ruote motrici come spesso si verifica nei casi di partenza in salita o strada ghiacciata. Sicurezza estrema anche in caso di sterzate o brusche frenate con l’ESP (Electronic Stability Program), un sistema di controllo della dinamica del veicolo che, intervenendo sia sul motore che sull’impianto frenante, garantisce la stabilità della vettura anche in situazioni limite.

Ammortizzatori a controllo elettronico (Skyhook). Le strade non sono tutte uguali. Lancia lo sa ed è per questo che ha introdotto su Thesis gli ammortizzatori a controllo elettronico Skyhook, i primi che vi seguono in ogni circostanza variando lo smorzamento in modo continuo, all’interno di un ampio intervallo, a seconda della strada e persino del vostro stile di guida. Merito di una centralina di controllo che in pochi millisecondi, ed in modo indipendente per ogni ruota, isola l’abitacolo da qualsiasi asperità della strada aumentando significativamente oltre a comfort e stabilità, anche la vostra sicurezza.

Multistage Airbag System. Per proteggervi durante la guida Lancia ha pensato ad un sistema di copertura diffuso e totale. Il cuore del sistema è una centralina elettronica (E.C.U.) che rileva i segnali di urto anteriori e laterali e attiva i sensori delle cinture di sicurezza e gli 8 airbag di serie. Potete stare tranquilli, la protezione vi circonda: oltre ai tradizionali air bag lato guida e lato passeggero, entrambi multistage con il bag passeggero disattivabile, sono presenti gli airbag toracici anteriori e posteriori (questi ultimi disattivabili in caso di bambini nel divano posteriore) e gli window bag. Gli airbag laterali proteggono la zona toracica allontanandovi dalla struttura della vettura che durante l’urto si deforma verso l’interno. Gli window bag evitano durante l’urto i contatti rigidi della testa per i posti sia anteriori che posteriori interponendosi tra essa e le strutture dell’abitacolo.

MOTORI 2.4 Multijet 20v Comfortronic

3.2V6 24v Comfortronic

2.4 20v Comfortronic

Il propulsore 2.4 Multijet 20v, dotato di Filtro

È un propulsore vigoroso e rotondo, come si conviene

A questo propulsore di 2446 cm3

antiparticolato (DPF*) ha una potenza di 136 kW

ad un sei cilindri. Offre prestazioni esaltanti ma allo

con una potenza di 125 kW (170 CV)

(185 CV) a 4000 giri/min e una coppia di 330 Nm

stesso tempo un comportamento piacevole nella

a 6000 giri/min e una coppia

a 1750 giri/min, grazie all’iniezione diretta Common

guida quotidiana. Merito dell’intervento di aumento

di 226 Nm (23 kgm) a 3500 giri/min,

Rail (Multijet) con sovralimentazione mediante

della cilindrata attraverso l’allungamento della corsa

si abbina il cambio automatico

turbocompressore a geometria variabile e intercooler.

che consente di ottenere non solo prestazioni assolute

autoadattativo sequenziale “Comfortronic”,

Il motore unitamente al cambio automatico

e di potenza con 169 kW (230 CV) a 6200 giri/min

che garantisce un alto livello di comfort

autoadattativo sequenziale “Comfortronic”

e di coppia 289 Nm a 4800 giri/min, ma anche

e guidabilità.

consente di abbinare alla guidabilità un alto livello

un’erogazione regolare e progressiva, a partire dai

di comfort grazie alla fluidità dei ritmi di cambiata.

bassi regimi.

2.0 20v turbo soft

In questo propulsore si materializza l’equilibrio

Il motore garantisce una straordinaria erogazione

tra consumi, prestazioni e sicurezza.

di coppia già ai bassi regimi 308 Nm a 2200 giri/min

L’uniformità di ripresa è garantita da 5 cilindri in linea

ma, diversamente dai turbo tradizionali, in modo dolce

con teste in lega di alluminio, 125 kW (170 CV)

e progressivo esaltando la guidabilità della vettura.

a 6000 giri/min e cilindrata 2446 cm . Alte prestazioni

Dotato di 5 cilindri in linea assicura elevate prestazioni

e tutela dell’ambiente sono assicurate dall’adozione

garantite dai 136 kW (185 CV) a 5500 giri/min

del nuovo precatalizzatore Closed Coupled Catalist

nel totale rispetto della silenziosità e del comfort.

che riduce le emissioni nella fase fredda. La coppia massima è di 226 Nm a 3500 giri/min.

*Il DPF (Diesel Particulate Filter) è un filtro integrato nel catalizzatore, che permette di trattenere e distruggere le particelle di particolato diminuendo le emissioni nocive.

Lancia Thesis: consumi da 8,8 a 14,9 litri/100 km (ciclo combinato). Emissioni CO2 da 234 a 355 g/km

LANCIA Colori Carrozzeria e Allestimenti Interni A b b i n a m e n t i c o n s i g l i a t i d a l C e n t ro S t i l e L a n c i a

pelle 415 Antracite

600 Grigio Botticelli

pelle 407 Blu

657 Grigio Tiepolo

metallescente

260 Azzurro Angelico

845 Blu Cimabue

891 Nero Donatello

690 Grigio Rossini

612 Grigio Palladio

pelle 410 Tabacco

472 Blu Canaletto

pelle 409 Beige

475 Blu Fontana

THESIS EXECUTIVE THESIS EMBLEMA

OPTIONAL Pelle Nappa “Poltrona Frau ” 407 Blu

415 Antracite

410 Tabacco

THESIS EMBLEMA

ESTERNI Beige 615

ELEGANT Alcantara® Grigio Blu 616 614

Pelle Grigio 537

OPTIONAL1 Pelle Nappa “Poltrona Frau” Beige Blu Antracite Tabacco 409 407 415 410

METALLESCENTE® 1 Azzurro Angelico 260

Grigio Palladio 612

Grigio Botticelli 600

Grigio Rossini 690

Grigio Tiepolo 657

Blu Cimabue 845

Blu Canaletto 472

Nero Donatello 891

PASTELLO Blu Fontana 475

Scelta consigliata

Scelta possibile

1 A richiesta con supplemento di prezzo

ELEGANT Alcantara ® 615 Beige

LANCIA Fotografia in bianco e nero di Marco D’Anna Le illustrazioni e le descrizioni di questo catalogo si intendono fornite a titolo indicativo. La Casa si riserva pertanto di apportare alle vetture, in qualsiasi momento e senza preavviso, quelle modifiche che ritenesse utili per migliorarle o per qualsiasi esigenza di carattere costruttivo e commerciale. Nell’ottica del completo rispetto delle risorse ambientali, questo catalogo è interamente stampato su carta trattata ecologicamente. Lancia Marketing 04.5.4293.02 - S - 04/2007 - Printed in Italy - Stamperia Artistica Nazionale S.p.A.. - Torino

202206 - AUTOMATIC TRANSMISSION

Specifications of the 55-50 sn automatic transmission, five speed compact automatic transmission with front wheel drive.

Addition of new functions

Adoption of built in oil cooling device.

• Reduction in the number of parts on the vehicle (thanks to the simplification of the cooling circuit).
• Stabilization of the fluid level by adopting a differential unit supplied together with the automatic transmission fluid.
• Possibility of controlling the temperature of the automatic transmission fluid.
• Improved reliability, in terms of fluid leaks, thanks to the automatic transmission having no fluid circuit.

ELECTRONIC CONTROL SYSTEM (CONTROL MODULE FOR TRANSMISSION AND ELECTRONIC COMPONENTS)

Specifications.

• Up hill: when driving uphill, the control unit compares the actual acceleration of the vehicle with the theoretical acceleration on a flat road, thereby determining the gradient of the road. It selects the change law and the most suitable ratio according to the gradient.
• Down hill: when the control unit detects that the vehicle is accelerating with the throttle closed (descent) and is capable of estimating that by changing down a gear the vehicle will no longer be accelerating, it changes down a gear the first time the brake is operated.
• the sensors/actuators fitted on the gearbox for acquiring the operating conditions and the operation of the clutches and brakes;
• the injection/ignition control unit for the exchange of information relating to the engine;
• the instrument panel for displaying the operating conditions.

ELECTRONIC COMPONENTS

Switch for starting in neutral (nsw).

Gearbox solenoids 1, 2, 3, 4, 5 (S1, S2, S3, S4, S5)

Input and output speed sensor (active sensors)

Differences between active sensor and impulse sensor

• this sensor has an integrated Hall circuit that manages the rectangular wave signal producing energy and transmitting the signal to the automatic transmission control unit exploiting the Hall effect. The automatic transmission control unit recognizes the signal in relation to the speed of the vehicle. The specifications of the output signal are fixed and do not therefore depend on the number of revs.
• strong signal for noise
• there may also be a low number of revs (10 rpm).
• as a result of the rotation of the gear, a sinusoidal wave with an induction electro-motive force is produced, in relation to the speed of the vehicle, which is then sent to the automatic transmission control unit. The control unit converts the wave signal into an impulse signal and recognizes it in relation to the speed of the vehicle. The specifications of the output signal depend on the number of revs.
• the minimum number of revs that can be detected is 50 rpm.

Oil temperature sensor

Linear pressure control solenoid (SLT)

Lock-up clutch control solenoid (SLU)

• Engine brake: Brake B3
• Control of neutral (N): Brake B2.

Gearbox pressure control solenoid (SLS)

• control of 2nd, 3rd, 4th speeds and neutral (N): brake B1
• control of 5th speed and reverse gear: clutch C2

Transmission drive gear

Automatic transmission control unit control functions

Adaptive control of gear change by the driver (economy, regular and sports modes), uphill modes 1, 2, downhill mode.

Specs for all generations of Lancia Thesis

• 100 ENGINE AND SUSPENSION
• 101 CRANKCASE AND CYLINDERS HEAD
• 102 FUEL INJECTION SYSTEM
• 103 LUBRIFICATION SYSTEM
• 104 COOLING SYSTEM
• 212 GEARBOX
• 274 BRIDGE AND AXLE SHAFTS
• 381 TRAILER AND COVERS
• 412 STEERING
• 443 SUSPENSION AND WHEELS
• 501 CLIMATE CONTROL
• 551 ENGINE IGNITION SYSTEM
• 552 ENGINE STARTING EQUIPMENT
• 553 GENERATOR
• 554 LIGHTING
• 555 APPARATUS AND ELECTRIC CONTROLS
• 700 BODYSHELL AND PLATES
• 701 DISPLAY UNITS AND WINDOWS
• 705 INTERNAL TRIM
• 707 OUTER ACCESSORIES

LANCIA THESIS (2001-2007)

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Lancia Thesis

22 anni fa - Sovente un naso importante è motivo di fascino. Non è il caso della Thesis

10 AUTO FUORI DAL TEMPO Clicca qui

• 09/04/10 - Honda CR-Z
• 20/03/06 - Peugeot 1007
• 02/04/09 - Toyota Urban Cruiser
• 01/08/01 - Volkswagen Lupo
• 22/01/14 - 10 auto fuori dal tempo

Sovente un naso importante è motivo di fascino Non è il caso della Thesis. Naso a parte, l'ammiragliona offre un abitacolo di gran lusso e un buon piacere di guida, a patto che la si guidi come Ambrogio l'autista.

COM'È Dovrebbe essere l'icona del nuovo corso Lancia , l'arma per rinverdire i fasti del marchio e per reinserirsi di diritto in un mercato dominato dai nomi tedeschi e svedesi. Lo stile è quindi volutamente vistoso , un messaggio del tipo "Ci siamo, non fate finta di non vederci!" e la giga calandra a forma di scudetto vuole appunto ricordare l'esistenza del marchio e indicare il nuovo corso .

SCUDETTO O STUFA

Forse sulle dimensioni della calandra e del naso le matite di Torino hanno un po' esagerato: grande, grigliata e prospiciente, la calandrona ricorda il portello della stufa del nonno. Sembra quasi di poterla aprire e di poter trovare dietro il pane caldo fatto in casa.

STILE PULITO

Peccato per il frontale, perché nel suo habitat naturale, la strada, la Thesis è decisamente più piacevole stilisticamente di quanto appaia in fotografia o ai Saloni dell'auto. Le linee sono pulite, le proporzioni tra i volumi sono azzeccate e la coda ha originalità e fascino (un po' troppo leziose e poco visibili alla luce del sole le affilate luci a led) che colpirà chi non ama l'understatement e vuole distinguersi. Un bel tre quarti posteriore, importante e aristocratico , rovinato solo dal nasone cromato e dal profilo a spazzaneve del frontale.

SALOTTO BUONO

All'interno lo stile è elegante ma senza essere barocco. Un'atmosfera che soltanto l'italian style sa produrre. Di bell'impatto i materiali impiegati: una bella plastica nera dall'effetto "pelle ruvida" per plancia e fascia alta delle portiere, magnesio per la consolle e la fascia centrale della plancia, velluto , Alcantara o Pelle Frau per sedili e portiere.

STRUMENTI DI PIACERE

STRUMENTI DIGITALI

ARIA DIFFUSA

CODA PROFONDA

MOTORI DI FAMIGLIA

SOLO SU MISURA

Al volante della Thesis si percepisce una piacevole sensazione di qualità, soprattutto nei materiali utilizzati (sono state bandite le plastichine croccanti, almeno nelle parti a vista). Qualche tolleranza negli accostamenti delle varie parti degli interni è ancora evidente rispetto alle tedesche. Ben disegnata la posizione di guida, grazie a anche a tutte le regolazioni disponibili per volante e sedile . Alla guida, la Thesis pare più compatta di quanto sia in realtà, anche se la coda alta non agevola la visibilità in manovra. Ma questi sono problemi di Ambrogio, aiutato anche dai sensori di posteggio che, però, suonano anche in colonna quando chi segue si avvicina troppo...

COMFORT DI RANGO

Le sospensioni, dotate del sistema Skyhook (agganciato al cielo? forse è più rassicurante sentirsi agganciati alla strada...) che smorza elettronicamente l'escursione verticale degli ammortizzatori, forniscono un buon comfort di marcia . Silenziosa nella meccanica e nella scocca, la Thesis diventa meno confortevole in velocità a causa di fruscii aerodinamici che si sentono ai lati del parabrezza. Anche in questo caso il passeggero posteriore è privilegiato... E il povero Ambrogio?

VECCHIO LEONE

La prima prova della Thesis ha messo a disposizione soltanto il motore V6 da tre litri, vecchia conoscenza del mondo Alfa Romeo . Non un motore moderno, e lo si vede dai manicotti in gomma dei condotti di aspirazione, ma ancora con una bella voce e un bel carattere generoso . Ottimo nel riprendere, abbinato al cambio automatico a 5 rapporti che non ci pensa due volte a scalare marcia quando si preme sull'acceleratore, ma un po' infastidito quando si chiede di raggiungere la velocità massima dichiarata di 234km/h: basta una leggera salita per far fermare l'ago del tachimetro a 180km/h e, anche con una leggera discesa, i 240km/h indicati richiedono un lancio olimpionico. Si comporta bene il cambio automatico nell'uso manuale, sufficientemente dolce e veloce nell'eseguire i comandi.

GUIDA DA AUTISTA

Fino a quando si guida senza fretta, la Thesis risponde bene a tutti i comandi, precisa e facile. Se si preme sull'acceleratore, la guida diventa più impegnativa : la frenata è piuttosto lunga e non è facile dosarne l'intensità, nell'impostazione delle curve il volante non trasmette un feeling immediato e, in curva, il peso (circa 17 quintali) inizia a farsi sentire , richiedendo attenzione. Lo stridere di gomma sull'asfalto, avverte per tempo che è meglio rimettersi il cappelluccio da autista.

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