lancia thesis radio

• Lancia Manuals
• Car Navigation system
• THESIS CONNECT
• Owner's manual

Lancia THESIS CONNECT Owner's Manual

• Owner's handbook manual (387 pages)
• page of 165 Go / 165

Table of Contents

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• 1 Table of Contents
• 2 Important Instructions, Useful Advice and General Information
• 3 Controls - Remote Control - CD-Changer
• 4 General Information
• 5.1 Audio Settings
• 5.2 Radio Mode
• 5.3 Disc Player
• 5.4.1 Navigator (Nav)
• 5.5 On-Board Computer (Trip) - Setup
• 5.6 Targasys Services - Assistance Services and Functions (Sos)
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Summary of Contents for Lancia THESIS CONNECT

• Page 2 Dear Customer, this supplement is an integral part of the Owner Handbook and describes all the functions of the CONNECT system, certain functions are optional for versions/markets where applicable. As a conse- quence, you should consider only the information which is related to the CONNECT system config- uration version of the car you purchased.

Page 4: Table Of Contents

Page 5: important instructions, useful advice and general information.

• Page 6 RECEPTION CONDITIONS CASSETTES – Avoid inserting cassettes with damaged tapes in the radio, espe- The radio reception conditions or To obtain optimum playing condi- cially if using C-90 cassettes, as the cell phone reception/transmission tions we give the following advice: tape might come out and get stuck.
• Page 7 COMPACT DISCS – After listening to them put – To remove fingerprints and dust, Compact Discs back in their boxes to use a soft cloth starting from the When using the Audio CD player, avoid marking or scoring which centre of the Compact Disc towards remember that the presence of dirt could cause skipping when playing.
• Page 8 IMPORTANT Do not use the pro- Notes about Compact Discs – Do not use highly scratched, tective sheets for CDs in commerce cracked or distorted Compact Discs. – Do not stick labels on the sur- or discs with stabilisers, etc. as they This could damage the player or faces of a Compact Disc or write on might get stuck in the internal...
• Page 9 GENERAL INFORMATION MULTIFUNCTION TURNING THE SYSTEM ON/OFF INFORMATION DISPLAY AND STAND-BY FEATURE The CONNECT system controls and provides information for the fol- The system uses a graphic 7“, 16:9 The system may be in one of the lowing systems and functions: LCD 256-colour TFT display with a following conditions: resolution of 480 x 234 pixels...
• Page 10 Turning the system off Stand-by CHOOSING THE OPERATING MODE The system is turned off automati- During operation with the ignition cally when turning the ignition key key or ignition switch knob at MAR, The operating mode is selected or the ignition switch knob to STOP. the system may be set to stand-by by pressing one of the following keys: The conditions and functions active...
• Page 11 – TRIP key = On-board computer CHOOSING THE MENU Choosing and confirming a FUNCTIONS function – • key = Targasys services The different operating modes of To select a function of the menu on – SETUP key = System settings the CONNECT allow access to dif- the display, simply turn the right –...
• Page 12 To lower the volume: turn the left In the event of a fault, contact knob counterclockwise. Lancia Dealership. NAV MUTE function (excluding IMPORTANT volume navigator voice instructions) Some care must however be taken...
• Page 13 – In the event of a fault the CON- INTERNAL FAULTS NECT should be checked and If the system detects an internal repaired only by Lancia Dealership. fault on a certain module (audio, – In case of particularly low tem- phone, navigator, etc..), it will tem-...

Page 14: Controls - Remote Control - Cd-Changer

• Page 15 Press briefly Press for longer than (less than 2 seconds) 2 seconds 7 – ˙ Radio mode: seeking the first station that can be Radio mode: “Scan” function on. Station scanning tuned with higher frequency. in the band tuned starting from those with higher Cassette mode: fast tape forward to the end of the frequency.
• Page 16 Press briefly Press for longer (less than 2 seconds) than 2 seconds 20 – • Access to Targasys services – Select the required function by turning the knob. – Confirm the required function by pressing the knob. Remote control receiver –...
• Page 17 CONTROLS ON STEERING B – Audio source select key: FM1, CD/CDC mode: select previous FM2, FM3-AS, MW, LW, CC, track WHEEL (fig. 2) CD, CDC, TV TV mode: seeking the first The main functions of the CON- channel that can be tuned with C –...
• Page 18 REMOTE CONTROL (fig. 3-4) TV mode: TV off and return to – long press = “Scan” function previously active Audio source on. Station scanning in the The infrared ray remote control is screen band tuned starting from used to control some main functions those with higher frequency of the audio and TV system.
• Page 19 Cassette mode: Cassette mode: Cassette mode: – brief press = fast tape rewind – brief press = fast tape forward – brief press = fast tape rewind to previous track to next track to previous track – long press = fast tape rewind –...
• Page 20 AUDIO AND TV FUNCTIONS: CONTROLS SUMMARY TABLE The sound system (radio FM/AM and CC player/CD player/CDC) and the TV functions can be turned on/off through the controls on CONNECT, steering wheel or remote control. For a quick guide, the following table groups the different func- tions with the corresponding keys.
• Page 21 Function CONNECT keys Steering wheel keys Remote control keys Long press on key N “Scan” function on. Long press Long press on the SCAN+ key on key ˙ Station scanning in the band tuned starting from those with higher frequency Long press on key ¯...
• Page 22 Function CONNECT keys Steering wheel keys Remote control keys Brief press on key ¯ Brief press on key ¯ Select previous track Brief press on the SCAN- key while playing a CD Select CD in Press keys 1 to 6 –...
• Page 23 CD-CHANGER REMOVING THE MAGAZINE LOADING THE MAGAZINE To remove the CD-changer maga- The magazine contains 6 trays for zine, proceed as follows: one CD each. LOADING CDS – open completely the sliding lid A To playback a CD, extract a tray D The CD-changer is housed in the (fig.
• Page 24 EJECTING CDS FROM THE INSERTING THE MAGAZINE – insert the magazine C (fig. 9) into the CD-changer with the chamfered MAGAZINE To insert the magazine in the CD- edge facing rightwards; changer, after loading the CDs, pro- Remove the CDs in sequence after re- ceed as follows: –...

Page 25: Main Screen (Main)

• Page 26 RADIO CASSETTE PLAYER CD PLAYER When the radio is on, the following When the cassette player is working, When the CD player is working, the information is shown on the display: the central section of the display central section of the display shows shows the following information: the following information: –...
• Page 27 CD-CHANGER CELL PHONE – warning “Call locking” if key 15 (fig. 1) is pressed again during the When the CD-changer is working, Cell phone information is shown on call; the central section of the display the top of the display on the right shows the following information: side: –...
• Page 28 NAVIGATOR ON-BOARD COMPUTER On versions fitted with the naviga- tion system it is possible to choose Navigation system information de- On-board computer information de- whether to display the above four pends on system condition. pends on the CONNECT system con- functions all together or separately, as figuration installed on the car.
• Page 29 AUDIO SYSTEM (AUDIO) GENERAL Through the audio system of the SCREEN OPTIONS CONNECT it is possible to control: INFORMATION AND FUNCTIONS – the RDS radio with FM/AM recep- tion; The audio system is turned on press- According to operating conditions, –...
• Page 30 – display of current tape side (A or CHOOSING THE The selected source functions will be displayed at the bottom of the screen, AUDIO SOURCE next to multifunction keys. – display of CD number, track num- When audio sources (FM – AM – CC ber and playing time;...

Page 31: Audio Settings

• Page 32 “TREBLE” FUNCTION “BASS” FUNCTION “BALANCE” FUNCTION (sound (treble adjustment) (fig. 15) (bass adjustment) distribution - right and left side) (fig. 16) Proceed as follows: Proceed as follows: The “Balance” function schemati- – select and confirm the “Treble” – select and confirm the “Bass” cally displays the position of the function with the right knob 21 (fig.
• Page 33 – turn the knob, right or left, to “FADER” FUNCTION (sound – turn the knob, right or left, to change the sound distribution in the change the sound distribution in the distribution - front and rear) passenger compartment between the passenger compartment between the (fig.
• Page 34 “SDV” FUNCTION To turn the function on/off or enter “START VOL.” FUNCTION the setting, proceed as follows: (volume changing with speed) (volume level at power on) (fig. 18) (fig. 19) – select and confirm the “SDV” function turning and pressing the The “SDV”...

Page 35: Radio Mode

• Page 36 RADIO FUNCTION MAIN “AUDIO MUTE” FUNCTION “TP” FUNCTION SCREEN (fig. 20) (traffic information) The “Audio Mute” function enables to bring the volume to zero, keeping Selecting the Radio source with the Certain stations in the FM band are the Radio module active. SRC key 12 (fig.
• Page 37 The operations to be carried out for If the cassette or CD player is al- This way, if that station broadcasts each of the three above conditions are ready working and at the same time traffic information, this will heard at listed below.
• Page 38 IMPORTANT If the “TP” function “RDS-AF” FUNCTION To turn the “RDS-AF” function is on and the station tuned is not en- on/off, select it with the right knob (seeking alternative frequencies) abled to provide traffic information or 21 (fig. 1), then press the knob to Within the RDS system the radio is no longer able to broadcast this in- confirm.
• Page 39 “PTY” FUNCTION (choosing a To scroll the list of PTY pro- – Varied grammes, turn the right knob 21 (fig. type of programme) (fig. 21) – Pop Music 1). To choose a type of programme, The “PTY” function (Program – Rock Music press the knob after choosing the Type) makes it possible to give prior- type.
• Page 40 To change the type of PTY pro- If no station is available with this “AUTOSTORE” FUNCTION gramme, press the keys 6 or 7 (fig. 1) type of programme, the station se- (automatic station storage) or one of the 6 preset keys. If the dis- lected previously is returned and for To turn on the “Autostore”...
• Page 41 On preset keys (1), (2), (3), (4), (5), tostore” is tuned and the function as- “FREQUENCY” FUNCTION (6) the stations that have a strong sig- sociated with the key pressed is run; (tuning stations) (fig. 22) nal in that moment will be stored, in –...
• Page 42 Automatic tuning Manual station storage Listening to stored stations This function automatically seeks The station being listened to can be Proceed as follows: stations in the chosen band. stored in the range chosen with the – select the required frequency band multifunction keys (1), (2), (3), (4), Proceed as follows: (FM1, FM2, FM3-AS, MW or LW)
• Page 43 “SETTINGS” FUNCTION (audio CASSETTE PLAYER IMPORTANT The CC main func- tion page is displayed only if the tape parameter adjustments) (fig. 23) MODE (CC) is inserted. To adjust the audio parameters, se- On the top of the display are shown lect and confirm the “Settings”...
• Page 44 “BREAK FOR TA” FUNCTION “DOLBY NR” FUNCTION DOLBY and the “ ” symbol with double D are patented brands of (to receive traffic information) The “Dolby NR” function reduces Dolby Laboratories Licencing Corpo- tape noises, use it when playing cas- If you wish to receive traffic informa- ration.
• Page 45 “BLANK SKIP” FUNCTION “SETTINGS” FUNCTION CHANGING THE TAPE (audio parameters setting) PLAYING SIDE The “Blank skip” function is used to (fig. 25) eliminate the blank spaces between a Insert the cassette in the slot 3 (fig. track and the other. When playing a 1) with the tape facing rightwards, To set audio parameters, select and tape with this function on, at the end...
• Page 46 CASSETTE PLAYER PAUSE TAPE FORWARD/REWIND “SCAN” FUNCTION To pause the cassette player, press To move the tape forward press key The “Scan” function makes it possi- the multifunction key “II”. To listen 7 (fig. 1); to rewind it press key 6 ble to listen to all the cassette tracks to the track again press the multi- (fig.

Page 47: Disc Player

• Page 48 “BREAK FOR TA” FUNCTION “REPEAT TRACK” FUNCTION “SETTINGS” FUNCTION (to receive traffic information) (audio parameters setting) With this function it is possible to (fig. 27) turn on/off the continuous repetition If you wish to receive traffic infor- of the current track. mation while listening to a CD, before To set audio parameters, select and inserting the CD, tune to a station en-...
• Page 49 CD PLAYER PAUSE “RANDOM” FUNCTION SELECTING PREVIOUS/NEXT TRACK AND FAST To pause the CD player, press the With the “Random” function on, the FORWARD/BACKWARD multifunction key “II”. To listen to current CD tracks are played in ran- the track again press the multifunc- dom sequence.
• Page 50 CD-CHANGER IMPORTANT The CD-changer At the bottom of the display on the main function page is displayed only multifunction keys are shown the MODE (CDC) if the CD-changer is installed and at other available functions: least one CD is inserted. –...
• Page 51 “BREAK FOR TA” FUNCTION (to “REPEAT TRACK” FUNCTION “REPEAT CD” FUNCTION receive traffic information) With this function it is possible to With this function it is possible to turn on/off the continuous repetition turn on/off the continuous playing of If you wish to receive traffic infor- of the current track.
• Page 52 “RANDOM CD” FUNCTION “SCAN” FUNCTION “SETTINGS” FUNCTION (audio parameters setting) With the “Random CD” function on, The “Scan” function makes it possi- (fig. 29) all the CDs in the CD-changer are ble to listen to all the CD tracks for played in random sequence.
• Page 53 SELECTING AND PLAYING PLAYING NEXT TRACK PLAYING PREVIOUS TRACK A CD To play the next track on the current To play the previous track on the CD, press key 7 (fig. 1) for less than current CD, press key 6 (fig. 1) for Selecting the CD-changer, playback 1 second.
• Page 54 FAST FORWARD/BACKWARD TV TUNER MODE IMPORTANT For safety reasons, the TV tuner video signal is displayed Press key 6 or 7 (fig. 1) for longer only with the car in stand still (speed than 1 second for fast forward/ back- lower than 8 km/h).
• Page 55 “TV STANDARD” FUNCTION “AUTOSTORE” FUNCTION Channels tuned with the “Auto- store” function will be stored auto- (automatic channel storage) This function shall be used to set the matically on preset keys (1), (2), (3), TV standard of the Country where To turn on the “Autostore”...
• Page 56 The behaviour of the set during – pressing “Off”, automatic storage “SETTINGS” FUNCTION “Autostore” is as follows: process is interrupted and TV is This function enables to set TV switched off; – at the beginning of the “Autostore” tuner audio and video parameters. function all the other functions are –...
• Page 57 “TREBLE” FUNCTION Then, press the knob to confirm set- “BASS” FUNCTION ting and continue with the other pa- (treble adjustment) (fig. 32) (bass adjustment) (fig. 33) rameter settings. Pressing “Cancel” Proceed as follows: Proceed as follows: resumes the settings stored previously. –...
• Page 58 Then, press the knob to confirm set- “BALANCE” FUNCTION (sound – turn the knob, right or left, to ting and continue with the other pa- change the sound distribution in the distribution - right and left side) rameter settings. Pressing “Cancel” passenger compartment between the (fig.
• Page 59 “FADER” FUNCTION (sound – turn the knob right to increase the “BRIGHTNESS” FUNCTION sound from rear speakers or left to in- distribution - front and rear) (fig. 36) crease the sound from front speakers, (fig. 35) Proceed as follows: then press the knob to confirm. The “Fader”...
• Page 60 Then, press the right knob to con- “CONTRAST” FUNCTION Then, press the right knob to con- firm setting. Pressing “Cancel” re- firm setting. Pressing “Cancel” re- (fig. 37) sumes the settings stored previously. sumes the settings stored previously. Proceed as follows: –...
• Page 61 “SATURATION” FUNCTION Then, press the right knob to con- TUNING TV CHANNELS firm setting. Pressing “Cancel” re- (fig. 38) sumes the settings stored previously. Automatic tuning Proceed as follows: This function automatically seeks – select and confirm the “Settings” TV channels. function on the TV tuner main func- tion page;...
• Page 62 Manual channel storage Watching stored channels VOICE COMMANDS The channel being watched can be Proceed as follows: Certain functions of the Audio sys- stored with the multifunction keys – select the TV tuner mode with the tem can be activated or deactivated (1), (2), (3), (4) and (5).

Page 63: Cell Phone (Tel)

• Page 64 – call lock activation/deactivation – information on SIM card condi- – SMS function (Short Message Ser- tions (correct or wrong insertion and vice) to receive and send short text – “incognito” function (to send or to space available in the memory) messages hide your own phone number for out- going calls) activation/deactivation...
• Page 65 PRELIMINARY IMPORTANT If SIM card adapter PIN CODE ENTRY (fig. 40) is required, before buying it check The PIN code, initially formed of OPERATIONS whether it can be friendly fitted into four digits must be entered using the and removed from the CONNECT multifunction keys at the bottom of slot.
• Page 66 IMPORTANT After three unsuc- EMERGENCY CALL The emergency 112 call can be sent cessful PIN code entries, the card is by pressing the SOS key 1 (fig. 1), if After recalling the main phone func- locked. To unlock the card, enter both the SIM card is inserted and the PIN tion page with the TEL key 16 (fig.
• Page 67 ø SCREEN OPTIONS “call lock” function on ACCEPTING CALLS ó SMS message received and not When using the phone, on the top of Whichever is the audio system active read yet the display are shown: time, audio mode (radio, CD player, etc.), when –...
• Page 68 OUTGOING CALLS To call again the last dialled Books and Lists number Selecting and confirming “Book & To start a call, select the phone func- Lists” will display a new page (fig. To call the last dialled number press tion with the TEL key 16 (fig. 1), 44) with the following functions: key 15 (fig.1) or the relevant key on then insert the SIM card and enter the...
• Page 69 After selecting a list, choose and con- ADDITIONAL PRIVACY The handset functions provide for firm the required number with the easy and convenient use, in particu- TELEPHONE HANDSET right knob 21 (fig. 1). Press “Cancel” lar: (optional) or key 15 (fig. 1) to cancel. Use the –...
• Page 70 The other handset functions are the The additional handset is fitted with For further information on menu following: a display showing the phone info and options refer to the paragraphs deal- the menu options: ing with the main phone in this sec- –...
• Page 71 “BOOK & LISTS” FUNCTION “Manual dial” function MAIN MENU Selecting and confirming the “Book This option display the phone menu FUNCTIONS & Lists” function with the right knob page to dial the required number 21 (fig. 1) displays the menu page manually.
• Page 72 “Direct dial” function “Phone book” function “Last dialled nos.” function With the “Direct dial” function it is The “Phone book” function shall be Selecting this function accesses the possible to create and display a list used to display the phone number list with the last 10 numbers dialled.
• Page 73 “Calls list” function “CALL MAILBOX” FUNCTION “OPTIONS” FUNCTION Selecting this function accesses the Select and confirm this function with Select and confirm this function on list with the last 10 calls received. the right knob 21 (fig. 1), to call the the main phone function page to dis- Each item of the list includes the mailbox number previously set with...
• Page 74 “SMS” FUNCTION Menu options are the following: “Process” function This option allows access to the SMS – Process (to edit a message) With this function it is possible to message page (short text messages), edit a message written or to change –...
• Page 75 To speed up character entry, the sys- After writing and confirming the Select “Calls list” to choose recipient tem automatically moves to the be- message with “OK”, select “Recipi- number in the list of the last 10 calls ginning or the end of the text by ent”...
• Page 76 “Delete” function “Set” function “Validity” shall be used to select the SMS validity days (1 to 441 days). use this function to delete in se- This function displays the options quence one or messages sent or re- relevant to SMS settings (fig. 53): “Code”...
• Page 77 “COPY SIM” FUNCTION – after completing the operation, the “Edit phone book” system will ask if you want to copy With “Copy SIM” it is possible to “Edit phone book” shall be used to the same phone book numbers to copy the phone book numbers of a display a page of the phone book to other SIM cards.
• Page 78 “MERGE SIMS” FUNCTION IMPORTANT The Merge SIMs op- “CALL LOCK” FUNCTION eration takes place with the same pro- Use this function to merge the phone Select and confirm this function to cedure previously described for “Copy book numbers of two SIM cards and display the call locking screen (fig.
• Page 79 The call lock options available with The options available with the “CALL DIVERT” FUNCTION “Call type” are: “Mode” functions are “activate”, “de- Select and confirm this function to activate” and “query”. – ? outgoing (= out) = locking out- display the call divert settings screen going “Activate”...
• Page 80 Call divert options available with the “Activate” and “deactivate” respec- With the “Time lapse” function, “Conditions” function are: tively activate or deactivate the call available only if the “with delay” op- divert with selected settings. “Query” tion is active, it is possible to set the –...
• Page 81 “SET” FUNCTION Options available on the “Phone set- Options available on the “Phone set- tings 1” screen (fig. 57) are the fol- tings 2” (fig. 58) are the following: Select and confirm this function with lowing: the right knob 21 (fig. 1) on the –...
• Page 82 “Netw. operator” function With the “Roaming” function is it “Cell broadcast” function possible to pass automatically to an- This function displays the network This function enables to receive mes- other authorized network provider operator settings menu (fig. 59). sages from special public utility chan- when the previous one cannot be re- nels.
• Page 83 Press “Go back” to return to the “Pre-paid card” function The “Balance query” function, if previous screen. made available by the service With this function it is possible to provider, enables to know the credit The “Receive” option shall be acti- make use of the services provided left.
• Page 84 “Mailbox number” function To enter the mailbox number, select “Own number” function “Phone number” with the right knob This function enables to store the This function enables to store the 21 (fig. 1), enter the number with the mailbox number where received voice phone number of the SIM card in- multifunction keys and then store it messages are stored.
• Page 85 “PIN” function The “Change PIN” function enables “PIN query” makes it possible to ac- to change the PIN code of the SIM tivate or deactivate PIN code query The “PIN” function, displayed on card. Select the function (fig. 64), en- when inserting the SIM card.
• Page 86 The option “Use last PIN”, if en- “Send DTMF” function “Incognito” function abled, allows the PIN code memorised This option - displayed on the sec- This option - displayed on the sec- last to be entered automatically when ond phone settings screen - when en- ond phone settings screen - when en- the SIM card is inserted.
• Page 87 “Ring tone” function Press “Cancel” to return to the pre- VOICE COMMANDS vious screen without storing the new Select this function to display the settings. Certain phone functions can be ac- ring tone settings screen. The options tivated or deactivated through voice available are the following (fig.

Page 88: Navigator (Nav)

• Page 89 WARNINGS The instantaneous car position is The navigation system is completely identified in the CD-ROM and shown managed by the telematic system, – GPS reception is difficult under on the display together with the topo- therefore the only operations that may trees, among high buildings, in multi- graphic characteristics of the area be necessary are replacement of the...
• Page 90 When first calling the navigation The text displayed is the following: SCREEN OPTIONS function after starting the engine, a “The Lancia navigation system AND FUNCTIONS page with all system use cautions is will guide you through traffic and displayed (fig. 68). To continue sys- help you reach your destination.
• Page 91 – information about arrival time; GRAPHIC The two-colour arrow (on the MAIN screen - fig. 69) or on the left-hand – system diagnostics and warnings INSTRUCTIONS box (on the main navigation function about possible disturbances. page) indicates the destination direc- If the system contains a wrong CD- tion.
• Page 92 VOICE NAVIGATION In the first case, only the car position and request to insert the navigation INSTRUCTIONS CD-ROM PLAYER CD-ROM will be displayed, while in the second case, the system is still able to provide instructions to the reach The voice instructions provided by The navigation CD-ROM player 2 the destination and therefore the user the system guide you to your destina-...
• Page 93 When the navigation system is no NAVIGATION The options that can be activated longer able to continue destination guid- during or after entering the destina- SYSTEM MAIN ance or the car is now out of the loaded tion are the following: map section, the system prompts for in- MENU –...
• Page 94 “DESTINATION” FUNCTION “Address” - Destination entry The options that can be activated with the multifunction keys are: Select and confirm “Destination” To enter the destination, select and with the right knob 21 (fig. 1) to dis- confirm “Address” with the right –...
• Page 95 The “Special chars.” function dis- In order to quicken character entry, If the “Street” field is not filled in, plays a new screen (fig. 73) showing the system automatically moves to the the city “centre” is set and therefore the automotive abbreviations for beginning or the end of the list when it will not be necessary to fill in the Countries to which special characters...
• Page 96 After entering the street number, After confirming the destination “Intersection” press “OK” to confirm or “Cancel” to with “OK”, the display will show a The option “Intersection” displays a return to the previous screen. new screen (fig. 74) with the “Store”, new page (fig.
• Page 97 “Points of interest” – Service (petrol stations, Lancia “Destination memory” Dealerships etc.) This function is used to obtain a file This option displays the screen with containing the location and informa- – Other (library, convention centre, the list of memorised navigation des- tion on points of general interest such etc.).
• Page 98 IMPORTANT If the destination “INFO” FUNCTION – – car positioning condition (0, 2 or memory already contains 20 items, to 3) as follows: Navigation info enter new destinations it is necessary 0D-GPS: positioning impossible; Pressing the “Info” multifunction key, to delete an item from the existing list. when present on the displayed screen, 2D-GPS: at least 3 satellites are re- will display the navigation info screen...
• Page 99 Select “Store” to store the current “ROUTE” FUNCTION - Route Press “Go back” to return to the position as “Home” destination or in previous screen. selection criteria the “Destination memory” (fig. 78). To The settings made remain active un- The “Route” function, on the main store the destination as “Home”...
• Page 100 With “Detour” it is possible to cut “Shortest time” “Detour” out one or more streets or entire road This function allows you to reach Select this function to display the sections when calculating the route your destination as fast as possible, screen (fig.
• Page 101 “Specific streets” displays the screen “SETTINGS” FUNCTION Confirming function “Display POI (fig. 83) listing in sequence the calcu- on map” will actually display the (Settings) lated route streets with lengths and ar- screen (fig. 85) with the icons repre- Selecting and confirming “Settings” rows for left/right turns.
• Page 102 MAP REPRESENTATION “ATLAS” FUNCTION The “Atlas” function (fig. 87) makes it possible to move through the Pressing the MAP key 20 (fig. 1) it Press the “Atlas” multifunction key map by the selectable sections using is possible to display the map screen, to move the cursor on the map fol- the multifunction keys;...
• Page 103 – Multifunction key 5 = to move sec- “OPTIONS” FUNCTION “Curr. position” displays the map tion “5” to the centre of the display section according to the current posi- The “Options” function (fig. 88) tion of the car. “Destination” displays –...
• Page 104 VOICE COMMANDS AND MESSAGES VOICE COMMANDS CONNECT voice control system is ACTIVATING/DEACTIVATING based on an algorithm not related to VOICE COMMANDS the user’s voice tone and inflexion Voice commands are extremely im- To turn on/off the voice control sys- therefore, it does not require to be portant to improve safety when trav- tem, press briefly (less than 2 sec- “trained”...
• Page 105 MAIN VOICE COMMANDS Recognized commands Functions The main voice commands that the Switch off screen , dark mode Dark mode user can speak are given in the fol- Show MAIN page Show main page lowing table. Radio Radio The tables in this section contain the textual transcription of voice prompts Cassette, tape Tape...
• Page 106 After pronouncing one of the above Recognized commands Required action commands, the “dialog” between user Cancel Cancel, abort and system continues as shown in the following paragraphs. Help Help Certain voice commands (see next General help, help general General help table) stand valid regardless of the function activated:...
• Page 107 TELEPHONE If there is no network the system will interrupt the function and will warn the user. After pronouncing the control to ac- tivate one of the telephone functions, The voice prompts used by the system during phone function activation are the system will check for the presence of following: the SIM card.
• Page 108 Voice commands to be used for Recognized commands Required action phone options are the following: Dial <Name> Dial <Name>, call <Name> Mailbox Dial mailbox, call mailbox Dial number, call number Number Phone book Phone book Redial Redial Help Help Cancel, abort Cancel...
• Page 109 PIN code entry Action to take Used voice prompts To enter the PIN code follow the sys- Please enter your PIN! Say PIN code digits one at a time after the beep tem instructions and pronounce the digits of the number one at a time: …and then? Enter the other PIN code digits e.g.
• Page 110 The voice commands the user shall Recognized commands Required action say to enter the PIN code are the fol- Modify digits , wrong Correct lowing: Finish Right, finish, dial, enter Help Help Cancel, abort Cancel...
• Page 111 Calling a telephone number Action to take Used voice prompts To activate this function say: Please enter the number! Say the phone number digits one at a time after the beep Dial number, or call number. …and then? Say the other phone number digits After the confirmation beep follow the system prompts: Say the phone number digits one at a time...
• Page 112 The voice commands the user shall Recognized commands Required action say to dial a phone number are the Modify digits , wrong Correct following: Delete Delete Right, finish, dial, enter Finish Help Help Cancel Cancel, abort...
• Page 113 Calling a number by speech Action to take Used voice prompts sample Call <Name> now? Confirm, correct or cancel To activate this function say: To call <Name>, say “Dial” Confirm the name or cancel otherwise say “Cancel” Dial <Name> or, call <Name>. Repeat the name IMPORTANT The procedure for Please repeat the name!
• Page 114 The voice commands the user shall Recognized commands Required action say to start the call are the following: Connect <Nome> Yes, dial, connect, call, okay No <Nome> No, no that’s wrong, delete Help Help...
• Page 115 Entering a speech sample in the Used voice prompts Action to take phone book Say name! Pronounce the name to store. This function makes it possible to Repeat name Repeat the name to store. store a name associated to a phone number in the phone book.
• Page 116 Reading the phone book Action to take Used voice prompts To activate this function say: I did not understand you. Please say a command Say a command or say “Help” or say “Help” Phone book. Sorry, I did not understand you. Error, procedure aborted.
• Page 117 The voice commands the user shall Recognized commands Required action say to read the phone book are the Continue reading Continue following: Dial Dial, connect, call Dial <Name>, call <Name> Dial <Name> Help Help Delete <Name> Delete <Name> Delete Delete Cancel, abort Cancel...
• Page 118 Deleting a speech sample from Action to take Used voice prompts the phone book Do you want to delete <Name> now? Confirm or delete To activate this function say: If you want to delete <Name>, please say “Yes”, Confirm or delete as suggested by otherwise say “No”...
• Page 119 RADIO Action to take Used voice prompts To control the radio functions I did not understand you. Please say a Say a command or say “Help” command or say “Help” through voice commands, say “Ra- dio” after pressing the VOICE button To operate the radio, you can select from the Say one of the commands A (fig.
• Page 120 The voice commands the user shall Recognized commands Required action say to control the radio functions are “Autostore” on Autostore the following: Select AM AM, medium wave, long wave FM 1/2/3, short wave Select FM Next channel , next station , search forward Tune to the first radio station with higher frequency Previous channel , previous station , search...
• Page 121 “Autostore” function Dialog between user and system to activate the “Autostore” function When the user say “Autostore” to User Autostore activate the corresponding function, System Would you like to have the station keys to be set the system will ask for confirmation. automatically? After the beep the user can confirm, cancel or ask for “Help”.
• Page 122 CASSETTE PLAYER Action to take Used voice prompts To control the cassette player func- I did not understand you. Say a command or say “Help” Please say a command or say “Help” tions through voice commands, say “Cassette, tape” after pressing the For playing tapes you can choose from the Say a command or say VOICE button A (fig.
• Page 123 The voice commands the user shall Recognized commands Required action say are the following: Next track , next song , next title Play next track Play previous track Previous track , previous song , previous title Side A/B, change side, other side, switch sides Change tape side Fast forward Fast tape forward...
• Page 124 COMPACT DISC PLAYER (CD) Action to take Used voice prompts To control the CD player functions I did not understand you. Please say a Say a command or say “Help” command or say “Help” through voice commands, say “CD player” after pressing the VOICE but- To operate the CD-player, you can select Say a command or say ton A (fig.
• Page 125 The voice commands the user shall Recognized commands Required action say are the following: Next track , next song , next title Play next track Play previous track Previous track , previous song , previous title Track number 1…25, song number 1…25, Play a CD track title number 1…25, Stop, pause...
• Page 126 CD-CHANGER (CDC) Action to take Used voice prompts To control the CD player functions I did not understand you. Please say a Say a command or say “Help” command or say “Help” through voice commands, say “CD changer” after pressing the VOICE To operate the CD changer you can choose Say a command or say button A (fig.
• Page 127 The voice commands the user shall Recognized commands Required action say are the following: Next track , next song , next title Play next track Play previous track Previous track , previous song , previous title Track number 1…25, song number 1…25, Play a CD track title number 1…25 Next CD...
• Page 128 TELEVISION (TV) Action to take Used voice prompts To control the TV functions through I did not understand you. Please say a Say a command or say “Help” command or say “Help” voice commands, say “TV, television” after pressing the VOICE button A To operate the TV, you can select from the Say one of the commands suggested (fig.
• Page 129 The voice commands the user shall Recognized commands Required action say are the following: “Autostore” on Autostore Tune to the first TV channel Next channel , next station , search forward with higher frequency Previous channel , previous station , search Tune to the first TV channel backward, back with lower frequency...
• Page 130 VOICE MESSAGES The “Play” option is displayed only The system will ask for confirmation if there are recorded messages; a spe- before deleting one or all the mes- – VOICE MEMO cial message will be displayed if there sages. is no message recorded. IMPORTANT Deleted messages This function allows the user to To select a message to be listened to...
• Page 131 LISTENING TO VOICE Press “Zoom +” to zoom in the mes- RECORDING VOICE MESSAGES sage displayed and press “Zoom -” to MESSAGES To record a voice message, turn the restore its original dimension. voice recorder on pressing the VOICE To listen to a voice message select it Playing a message will be ended au- button A (fig.
• Page 132 While recording, the display will – when the memory is “full”; RECORDING CALLS show the message number, the date – pressing the VOICE button on the To record a call, press the VOICE and the remaining record time or the steering wheel;...

Page 133: On-Board Computer (Trip) - Setup

• Page 134 At the bottom of the display there “TRAVEL TIME” FUNCTION “DISTANCE COVERED” are the following multifunction keys FUNCTION Select and confirm this function on for options: the main screen of the on-board com- This function shows on the left-hand – Reset puter (TRIP) (fig.
• Page 135 “CONSUMPTION & RANGE” The value is expressed in “km/l” The value is expressed in “km/l” (km covered with 1 litre fuel) or in (km covered with 1 litre fuel) or in FUNCTION “l/100km ” (fuel litres per 100 km), “l/100km” (fuel litres per 100 km), This function shows on the left-hand with an accuracy of 0.1 km/l.
• Page 136 When stopping the car with the en- GENERAL NOTES “SPEED AND LIMIT” gine running, the range value will be FUNCTION – The data to destination and arrival displayed for about 3 seconds and time are available with the navigation This function shows on the left-hand then it will be replaced by some system guidance to destination acti- side of the display (fig.
• Page 137 After resetting or when starting a To set the speed limit, select and “HISTORICAL DATA” new journey, dashes “----“ are shown confirm the “Set limit speed” with the FUNCTION for 10 seconds before displaying the right knob 21 (fig. 1), then turn the This function shows on the left-hand average speed value.
• Page 138 “DATA TO DESTINATION” DATA RESET The left-hand side of the display shows the data that can be reset: FUNCTION To reset the on-board computer data, press the “Reset” multifunction – Travel time This function shows on the left-hand key on the main TRIP screen. After side of the display the distance to des- –...
• Page 139 “SCHEDULE” FUNCTION Messages marked with the acronym To speed up character entry, the sys- “Servicing” (messages relevant to tem automatically moves to the be- This function, that is turned on by scheduled servicing) can only be read ginning or the end of the list by press- pressing the “Schedule”...
• Page 140 “LOG” FUNCTION Enter the user’s name on the new The options available are the fol- screen displayed selecting and con- lowing: This function, that is turned on by firming the characters with the right pressing the “LOG” multifunction key – Read knob.
• Page 141 To display the text of the selected “Create” function The options available are the fol- item select “Read”. lowing: Select and confirm this function to Use “Edit” to edit a stored item and display the first screen of the menu to –...
• Page 142 To enter info select and confirm the Info to enter with listed options are – Use NAV info = when this function characters with the right knob. To the following: is on, the starting and end points are speed up character entry, the system entered automatically by the naviga- –...
• Page 143 “TRIP SETTINGS” FUNCTION The distance to drive unit can be se- Distance unit available is: lected only when the navigation sys- This function, that is turned on by – km = kilometres. tem is off or is not installed. pressing the “Settings” multifunction Press “Go back”...
• Page 144 SETTINGS (SETUP) The options that can be activated SELECTING SETTINGS SET trough the multifunction keys are: The CONNECT system makes it “View”, “Recall” and “Store”. To access the CONNECT settings possible to control 4 settings sets: one screen, press the SETUP key 9 (fig. With “Recall”...
• Page 145 The set active is the one highlighted To enter the new name, select and “CONNECT” SETTINGS on the right-hand side of the display. confirm characters with the right Select and confirm “CONNECT” on knob. To speed up character entry, To change the settings set, select and the main SETUP screen (fig.
• Page 146 “Language” IMPORTANT To change the lan- This message will stay on until the guage the system requires, through a procedure is over then the system goes This option makes it possible to set message on the display, the SETUP back to the screen used to enter the the CONNECT language for the mes- CD (versions without navigation sys- new setting.
• Page 147 “Screen” “Voice commands volume” “DOORS AND INTERIOR” SETTINGS This function makes it possible to This function makes it possible to change the screen colours to match adjust the volume of the voice com- Select and confirm this function on the the driver needs.
• Page 148 To activate/deactivate options, select The option “Lock/unlock trunk with “HEATER” SETTINGS and confirm them with the right knob doors synchronous” makes it possible Select and confirm this function on 21 (fig. 1). to lock/unlock the trunk lock when the main SETUP screen (fig. 98), to operating the central door lock.
• Page 149 The “Timer” options shall be used – parked-car heater not operating “SEAT COMFORT” SETTINGS to programme two heater daily cycles; because external temperature is Select and confirm this function on for each cycle enter the time of acti- higher than 20 °C; the main SETUP screen (fig.
• Page 150 The options available with the mul- “Heater” “Ventilator” tifunction keys are: To set the heater level select and The “Ventilator” option makes air – Driver confirm “Heater level”, thus display- come out of the seat holes in order to ing a new screen (fig. 104) for setting facilitate sweat evaporation during –...
• Page 151 “Massage” “DATE & TIME” SETTINGS To enter the time, select and confirm “Time”; the time (hours-minutes-sec- This option shall be used to reduce Select and confirm this function on onds) will start to be displayed when fatigue during long trips. To turn this the main SETUP screen (fig.
• Page 152 “OTHER SETTING” FUNCTION To deactivate the automatic parking DISPLAYING ACTIVE brake, select and confirm “Automatic SETTINGS Select and confirm this function on parking brake” with the right knob the main SETUP screen (fig. 98), to Press “View” on the main SETUP 21 (fig.

Page 153: Targasys Services - Assistance Services And Functions (Sos)

• Page 154 IMPORTANT If the user accepts an “ROAD ASSISTANCE” CALLS FOR MEDICAL ADVICE incoming call, the Targasys operator FUNCTION AND ROAD ASSISTANCE might have difficulty in contacting the Selecting and confirming this func- For both “Road Assistance” and user since the number could be busy. tion with the right knob 21 (fig.
• Page 155 “INFOMOBILITY” SERVICE “Connect” function After reading the message the fol- lowing options will be available: Selecting “Infomobility” and con- Selecting and confirming the “Info- firming the “Connect” function, sends – Store mobility” function with the right the request for information. A message knob 21 (fig.
• Page 156 “FOLLOW ME” FUNCTION A message will confirm that the de- “INFOMOBILITY MESSAGES” activation request has been sent suc- FUNCTION This function makes it possible to cessfully. receive traffic information according Selecting and confirming the “Info- to the car position. Using the “Settings” option (de- mobility messages”...
• Page 157 To display the messages, that can Information on points of interest Press “Call” (available only if the contain information on points of in- message contains the phone number and generic information terest or on weather conditions, scroll of the point of interest), to send a After selecting the message and the list (also the part not displayed) phone call directly to the number...
• Page 158 “TRAFFIC MESSAGES” To read the selected message, press “SETTINGS” FUNCTION “Read”. To delete the selected mes- FUNCTION Press the “Settings” multifunction sage press “Delete” and press “Delete key on the main Targasys service Selecting and confirming the “Traf- all” to delete all the messages. Press screen to display the screen with op- fic messages”...
• Page 159 Press “OK” to quit and confirm the “OPTIONS” FUNCTION “Personal Nr.” function settings. Press “Cancel” to return to Press “Options” on the main Tar- The functions “Personal Nr. 1” and the previous screen restoring the pre- gasys service screen to display the “Personal Nr.
• Page 160 ASSISTANCE SERVICES AND FUNCTIONS (SOS) When the SOS key 1 (fig. 1) is (*) These pay services, run by Tar- GENERAL NOTES pressed, the screen (fig. 107), is gasys, can be activated on request. If – “112” is the emergency call service shown for requesting information and the user has not yet subscribed to for all countries in which this public...
• Page 161 “EMERGENCY 112” FUNCTION “MEDICAL ADVICE” IMPORTANT If the user accepts an incoming call, the Targasys operator FUNCTION Selecting and confirming this func- might have difficulty in contacting the tion with the right knob 21 (fig. 1) on Selecting and confirming this func- user since the number could be busy.
• Page 162 “ROAD ASSISTANCE” CALLS FOR MEDICAL ADVICE “PERSONAL NR.” FUNCTION FUNCTION AND ROAD ASSISTANCE Select and confirm “Personal Nr. 1” or “Personal Nr. 2” with the right Selecting and confirming this func- For both “Road Assistance” and knob 21 (fig. 1) on the main “SOS” tion with the right knob 21 (fig.

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2002 Lancia Thesis 3.0 V6 Review

When the Thesis was launched in 2002, Lancia wanted a flagship to re-position the brand as a maker of convincing luxury cars, an Italian Mercedes if you like. The Thesis’ predecessor, the Kappa, had been less successful than the Thema, despite receiving plaudits for its refinement, packaging and capable chassis. The Thesis was supposed to recover ground lost during the Kappa’s production run and also to re-affirm the company´s tradition of top-drawer refinement and visual elegance.

To this end, Lancia threw enormous resources at the Thesis such that it had its own unique platform and shared no pressings or interior parts with any other Fiat group product. As quoted in CAR magazine in 2002, the designer Mike Robinson said “People will be looking for reasons not to buy this car. We don’t want to give them any.”

Not so much has been written about the Thesis so I decided to see for myself what the car was really like and to find out why only 16,000 were sold during a seven year production run.

Technicalities:  The construction of the Thesis was fairly conventional: a transversely mounted engine driving the front wheels. Given that the Thesis was intended more for comfort than handling the selected arrangement is, objectively, a rational one. Lancia’s reasoning was probably the same as Rover’s: most people are indifferent as to which axle is receiving the power.

A 2 litre soft turbo, a 2.4 litre 20 valver and a 3.0 V6 24 valve engine made up the petrol burning range. A 2.4 JTD diesel was also available. The suspension design was a mix of the ordinary and the clever. The routine elements consisted of independent five-link suspension with coil springs. The intention behind this set up was to minimise the distance between the wheel centre and the virtual steering axle to the advantage of accuracy and crispness. At the rear were installed multiple-arm suspension elements, designed to provide a good capacity to absorb impacts. In essence, these were just incremental improvements on the theme of multi-link suspension.

All the same, I do like the idea of bringing the wheel centre and steering axle together as these kind of refinements were what made Lancias steer so well in the ’70s. The clever part was the use of telescopic Skyhook adaptive dampers. These gadgets allow semi-active suspension in that the damper rates can be varied by computer management to suit the driving conditions and driving style. All this was done with microchips smaller than your thumbnail. A similar system is used on the Maserati Spyder.

These specifications were class competitive but don’t compare to the originality of Lancia’s 1963 Flavia: transverse leaf springs and double wishbones at the front and dead axle and transverse leaf springs at the rear, supporting a front-wheel drive four-cylinder boxer engine. The Flavia’s peers were at that time using straight sixes and eights sending power to the rear. The point here is that the differences between the Thesis and its peers are not insignificant but not very great either, and the chassis design was nothing like as ingenious as its ’60s ancestor.

The Thesis weighed from 1600 kilos for smaller engined versions to 1800 kilos, as in the 3.0 V6 tested here. By way of comparison, the 1999 Mercedes S-320 weighed less, having 30 kilos fewer to drag along. Given that the Thesis is smaller in most dimensions than an S, it was thus a conspicuously dense machine. Being 4888 mm long and having a front drive format meant the passenger compartment was spacious, with plenty of room in every direction. The boot holds a competitive 480 litres.

Whilst the chassis and power train of the Thesis were quite conventional, Lancia was in some sense leading the way by encrusting the mechanicals with a dizzying superabundance of extra equipment, digital trinkets and electric novelties, more than one could list fully in the space allowed.

The 3.0 litre tested was equipped with integrated satellite navigation (a novelty in 2002), an automatic gearbox, electrically-powered automatic parking brakes and four-way adjustable climate control. This can send chilled air through lushly damped louvres on the elegantly sculpted dashboard and through vents in the b-pillars. In addition, subtle perforations in a metal strip across the dash allow draught free ventilation.

Almost everything is powered apart from the front sun visors and the minuscule front ashtray. The multi-adjustable seats could be set to memorise the driver’s postural preferences. Servos even operate the front head restraints. This in itself is a wonderfully unnecessary refinement and speaks volumes about the painstaking efforts to create a truly luxurious saloon. The glove box opens with the push of a daintily chromed button (but amusingly, the glove box itself won’t hold more than a few packs of cigarettes).

A power operated sunblind performs impressive acrobatics: simply dab a switch on the rosewood veneered centre console. It’s worth pausing here to consider that engineering that sunblind probably involved a team of six engineers at a cost of several hundred thousand euros. Naturally, the boot lid is power operated, requiring merely nudge of a button to open and a slight push to close.

Exterior:  The vehicle exterior is dominated by the gloriously confident Lancia grille, evoking the firm’s past triumphs. The diamond shaped headlamps are powerful Xenon units. Both the grille and the headlamps are set amidst quite large expanses of unadorned metal work. The intention, according to Lancia’s designer, was to create the impression of glittering jewellery.

The rear lamps – striking vertical slashes- are painfully intense and are simultaneously nostalgically chrome edged and ultra-modern with the LED technology. The theme then was of evocative classicism underpinned by the latest in automotive technology. All the panels were joined tightly and the vehicle was well surfaced, apart from an odd depression where the wing to bonnet valley fades into the plastic bumper.

Interior:  I’ve mentioned the features but I haven’t described how they all work together. It’s no use loading a car with toys if they are not well assembled or made of the best materials. Are they? The Lancia’s interior uses leather, metal, wood and the finest plastic. And they are handled well. The interior is well sculpted and classic without being too retro.

The wood strip gracing the dashboard and doors is thick and very evidently real tree. It’s the kind of substantial slab of wood not seen since the solid door capping on 1970’s Ford Granada Ghia’s. All this adds up to lashings of comfort, warmth and quality. It is an effect very, very different from the cold, hardness achieved by Mercedes and Lexus. Even a Jaguar XJ seems a bit glacial in comparison while the similarly priced S-type is embarrassingly Crown Victoria.

The driver’s seat – hand stitched parchment hide- is beautifully supportive without being too firm. The Thesis passes the door slam test, by a factor of five. Pulling the door shut required a well-judged degree of effort, just enough to make you notice the heft. When the door clunked home it felt as if each element of the closure was machined to a fine tolerance. It made me think of a Mercedes 300 SEL 6.3, in fact.

In front of the driver is a classically styled instrument pack. The lettering is redolent of the labelling on a bottle of fine Italian wine and indeed it’s all in Italian. Rather surprisingly, there is an analogue gauge to display fuel consumption, scaled from 6 litres per 100 km to 20 litres per 100 kilometres. It isn’t more readable or effective than a digital LCD display but it is incredibly amusing as it sweeps from left to right like a deranged pendulum.

The rear of the car is a similarly fine place to reside. The legroom is plentiful, more than enough to sprawl out during a long trip from Rome to Cap Ferrat. The centre console features the display and buttons for the climate control so while the driver might require 17 degrees, passengers can opt for more or fewer independently. The stereo system can be operated by a remote control unit. Each of the finely trimmed doors has an ashtray of pretty respectable size and the door cards are unusually handsome, made of precisely the same high quality materials as those at the front.

In short, whether you’re up front twirling the steering wheel or being cossetted in the back, the Thesis is a terribly agreeable place to find oneself.

In motion:  We’re 1200 words into this review at which point it really does become very necessary to start revealing what the Thesis is like to drive. Putting it very bluntly, the Thesis is singularly unobtrusive, resembling nothing so much as a really talented butler. I drove the car in a variety of different modes, ranging from tasteless dashing along narrow country lanes at one extreme and, at the other, driving like I had a hung-over primo ministro slumping in the back. Whatever it is asked, the Thesis does what it is told.

If you stamp on the accelerator pedal, the vehicle takes a tiny pause and then leaps forward. Very little vibration is felt and little noise heard. The Skyhook suspension coupled with the sheer weight of the car do a remarkable job at smothering bumps and potholes. The ride is impressively smooth without being floaty. Bad surfaces are simply ignored by the Thesis while changes in direction do not provoke annoying body roll. This is comfort-orientated suspension that respects the needs of handling to a commendable degree. Presumably the benchmark for Lancia was Jaguar not BMW.

With an automatic transmission, there was little to do but steer and brake. And the steering is pleasantly light, quite direct but not nervous and the car had a crisp bite to the turn-in. Of torque steer there was no sign. At the same time, the steering had no positive character either, being more a collection of elegant neutralities. I wanted to notice the steering character rather than to notice I could not detect anything either way. That’s my problem though, not Lancia’s. Like the good butler, it is keeping its personality, its means of operation, completely hidden.

When confronted with a sharp corner, it was best to brake, turn and accelerate again. The Thesis is not a go-kart. But the Thesis felt controllable and if you really had to cover 100 kilometres using b-roads, the car would do it without complaint. But at no point would you feel as if you were in physical contact with the car’s mechanical core.

That kind of road testing is, in the end, rather pointless except to say that the Thesis, could in extremis, make a good fist of getting you from Zurich to Lausanne decisively ahead of schedule, even if you avoided the motorways. But if driven as intended, the Thesis as a car simply disappears for both driver and passenger and instead the wealth of creature comforts come to the fore. In the end, the Thesis is a means not an end in itself. I’ve always said that if Vincenzo Lancia was still around he’d be making Lexuses (or do I mean Lexi?). These too, in their larger manifestations, are smooth and compliant servants rather than machines with which to take on 120 kilometres of coast road for the fun of it.

Sobering Thought:  At 20 miles per gallon, the Thesis has a touring range of 333 miles. From Rome to Cap Ferrat would require a stop for fuel after 5 hours.

Concluding ruminations:  Mr Robinson’s determination to avoid offering hostages to fortune failed at the first hurdle. By aiming for classicism the Thesis was immediately marked down as retro-design as were Rover’s 75 and Geoff Lawson’s Jaguars. I mentioned that the car was slightly smaller in most dimensions when compared to the 1999 Mercedes S-class. The Lancia is unfortunately taller, to the benefit of headroom but to the detriment of appearance.

The car looks slightly too short which is a huge pity as the car is in fact, actually very big indeed. The very plain side elevations (the c-pillar is the weak link) and the odd proportions evoke the 1960s Flavia but this is such an odd reference. I doubt it was intentional. When shaping the bodysides I presume the designers were hoping for cool restraint but instead achieved banality.

How you feel about the car’s appearance depends on which angle you view it from and whether you are sitting inside it or outside it. From the inside it’s simply lovely and says ‘Latin luxury’ without making you think of 1980s Maseratis or the Renault Safrane Baccara. But to get inside the car you have to get past the exterior, which presumably many people failed to do, even if they were only shown the front, its best aspect.

It’s the inconsistencies that puzzle: the striking front and rear contrasting with the Hyundai body side; the cast magnesium cover for the CD loading slot, not four centimetres above the fiddly flimsy lid of the tiny ashtray; incredible thought was put into the lovely details like the rear lamps and grille but the car’s proportions are just noticeably wrong. Perhaps this is because as a statesman’s car the need for maximum interior space trumped the requirement for supreme elegance. But if it was packaged as a statesman’s limousine why are there are no reading lights in the rear c-pillars and why is there not one single cigar lighter for the rear passengers?

Dynamically, the Thesis offers very good refinement and a generous turn of speed. And thus it lands between a few stools. It’s not as refined as a Mercedes E-class. It’s not as sporting as Jaguar S-type. Volvo’s S80 catered very well to the driver unconcerned with dynamics. For Lancia enthusiasts expecting sportiness, the Thesis is too smooth and aloof and not fast enough. For Lancia enthusiasts expecting the cerebral satisfaction of a car with palpable mechanical character the Thesis is too distant and inscrutable.

And finally:  Perhaps it would have been better if the Thesis had been a car in the Mondeo class, rather than trying to offer S-class size for a less than E-class price. Think of it like this: if you want a better class of Mondeo, you are forced to choose a sporty German saloon. But what if Lancia had offered a more comfortable, more pleasant alternative? For the Mondeo driver, half the refinements of the Thesis would have been enough, so long as the car was at least as good to drive. And taking five percent of the C/D market might have been a lot easier than trying to take sales from the sector dedicated to serving Europe’s richest, least imaginative and least interesting people.

Considering the car as it is, rather than what else it could have been, it is a fine thing: well made, extremely comfortable and very well equipped indeed. It is even charming in many of its details. It’s when you triangulate the car against its peers and betters you realise that Lancia simply did a very fine job of making the wrong car.

Facts:  Horsepower 215. Compression ratio 10:1. Maximum torque 263Nm at 5000 rpm. 5 speed automatic gearbox standard. Standard wheels were 215/60 R16 95W. Steering rack and pinion with variable rate power assistance. Front: Independent multilink suspension, coil springs with telescopic Skyhook adaptive damping, torsion bar. Rear: multilink with anti-roll bar. Ventilated disc brakes

Length: 4888 (Merc S-class: 5220 mm);

Height: 1470 (Mercedes S.-class 1444 mm)

Wheelbase: 2803 mm.

Rear track: 1541 mm; front track: 1569 mm.

Luggage room: 480 litres.

Weight: 1895 kg in 3.0 litre trim (Mercedes S-320: 1770 kg)

Fuel tank capacity: 75 litres.

How fast? How thirsty?

O – 60: 9,2 seconds

A kilometre in 29,8 seconds

Fuel consumption, claimed 31 mpg on tour, combined 20 mpg.

Tested Feb 6th 2011. Conditions: dry, windless, 2-4 degrees.

Ergonomics: test driver is 5´ 9″, 70 kilos, 50th percentile male (height).

Note: If you like this article, please feel free to post a comment below. Have you driven a Thesis? Did you find out what you wanted to know? Or just say what´s on your mind concerning Lancia´s sad demise…. You are one of a constant stream of daily visitors to this page so share your views with your fellow Lancia enthusiasts. Thanks for calling by!

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Author: richard herriott

I like anchovies. I dislike post-war town planning. View all posts by richard herriott

43 thoughts on “2002 Lancia Thesis 3.0 V6 Review”

Is the car conservative? It is retro but the styling was not reserved. Since there are so many saloons with sporting pretensions the decision to provide something different was to be applauded. The car had plenty of muscle to do some asphalt ripping which is great if you really have to press on. However, the demeanour of the car is more about comfort and refinement. The more I think about it, the more puzzled I am that it didn´t get at least sales of 50,000 units worldwide. There just isn´t that much that is so wrong with it. Some of the reasons for failure are not intrinsic to the car but reside in Lancia´s marketing strategy and perhaps their dealer network. If someone can tell me how well the Citroen C6 sold I´d be pleased to hear, the C6 being at least as outré as the Lancia and not too different in pricing. We can conclude that the market is very intolerant of what are, to be objective, very small variations from the norm.

I must say that I could have written something slightly different a week ago and I could write a review with another angle next week. To attack myself, I have conflated judgments of the car from a marketing point of view with judgments of the car as a thing in its own right. The reasons for its market failure (it was the wrong car) are not reasons to criticise the car as an ownership proposition. The idiosyncratic styling could be seen as a plus and they are certainly not so odd to permit one to say the car is objectively bad. Objectively, the worst things about the car were trivial: small ashtray, absent reading light, slightly severe fuel consumption (but it was the V6). The build quality was fine and the seats comfortable and the ride quality superb. Was it a driver´s car? No. Did it have a “personality”? No, it had features and competence. So, perhaps I should rewrite the review and leave out all the marketing philosophy. The aftermarket wheels were horrible but the ride was still good. I imagine running on Lancia footwear the car would be even nicer.

Stephen Bayley wrote this a long time ago: http://www.telegraph.co.uk/motoring/2724085/Car-culture-Decline-and-fall.html

And a few years later the Fabrica Italiana Automobili Torino has turned into Fabrica Americana-Europea Automobili Londra. I’m rather certain Stephen Bayley isn’t all that proud that his observations have proven to be quite so prescient.

I’m baffled, and not just regarding the automotive sector, how as resourceful a country as Italy could end up on the receiving end of the effects of globalisation.

I don’t quite grasp the chief designer’s strangely negative statement at the launch “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.” Unless Mr Robinson was speaking in Italian and suffered a poor translation, did he not realise that many people would still have been looking for excuses to buy a Lancia, being frustrated that Fiat hadn’t given them any for many years? Actually, Lancia gave them a pretty decent excuse to buy, and 16,000 sales must have been a great disappointment.

Whereas it reflects more on my terminally immature personality than the efforts of Mr Robinson’s colleagues that, whilst still conceding that the Thesis is by far the better car, I’d rather take a Thema 8.32 over this, what I don’t understand is the many people who are more mature, disciplined and responsible than me who were too brainwashed to realise that this, and not a hard riding BMW or S-Line Audi, is what they would have been be happiest driving.

I would rather take “Ferrari” Thema myself:) And yes, for those looking for ultimate confort, choosing Thesis over S-line Audi or sports suspension BMW would have been wise decision…

I’ll write a more thoughtful response to this excellent piece of writing later, but in response to the question re C6 sales, the answer is 34,592 according to Citroenet – which is quite a few more than I had thought. Nevertheless, it’s a dismal sales performance over almost 7 years, and, even though the retail price of the car was high, every car must have cost PSA a significant loss. It is not a surprise to me, being an owner: it’s just so left-field for today’s market/ consumer, and inferior in many ways to the more mainstream (mainly German) competition, but full of “character”. Car actually put it well – maybe a little generously – in the GBU – like a French Blue Cheese – repels and attracts in equal amounts.

SV. If you consider that the SM, generally seen as a commercial failure, sold over 13,000 units in less than 5 years, despite being comfortably over twice the price of the most expensive DS, the C6 figures are very disappointing. I do like the C6 and, in part, I’d say the poor sales reflect as badly on the unimaginative, pack-like behaviour of punters as on any shortcomings of the car. However, the suspension of relatively recent hydractive Citroens is confusing. You would think it would be far more feasible to sensitively control a wide range of ride and handling set-ups using hydraulic valves, sensors and electronics, than it would on conventionally sprung cars. Yet the results don’t seem to bear that out. I’m sure Citroen’s current engineers are skilled, but they need a brief from people who have some passion or insight in the field, which I suspect has been long lacking at PSA. Both the modern Citroen and the modern Lancia seem like fuzzy interpretations of their forebears, created from a third generation template where essential details have been lost in each transcription. A bit like Liam Gallagher thinking he was John Lennon.

As a long-term fan of Lancia ( some of my first toy cars were Stratos and lovely safari-type Fulvia ), and other quirky and unusual cars, I was rather surprised to get a chance to use a Thesis 2.4 petrol manual for a month. It did 25,000km in five years, as a fifth car in a family, and still had that new car smell. I did 600km during that month, mostly on highway and I must admit my impressions are somewhat mixed. Considering that it came in same body colour-interior colour/material combination as our Peugeot 406 SVDT 2.1, a comparison was almost inevitable. For starters, engine somewhat lacked low-down torque to move such a heavy car, front seats didn’t suit me at all (but, I do have strange proportions and rarely find a car seat that fits me…) and it didn’t really feel more luxurious than 406. (disclaimer: I do hate modern interiors, that try to look upmarket with fake aluminum, fake wood, fake carbon…I prefer old Jag interiors. In fact, I actually made a wood veneer inserts for my Yugo, however pointless that may seem 🙂 ) Back to Thesis…it felt slightly cumbersome, perhaps even too large (and I used to drive Sprinter van, so big vehicles don’t scare me!), never really feeling any benefit of that famous Skyhook suspension.(wasn’t even sure if it had been there at all!?!). It had standard wheels (could have been 16′, don’t really remember…but sidewalls were tall than car in this test:) ) Again, 406 felt light, darty, compliant, much smaller by comparison. Bells and whistles were there, and worked fine, but novelty worn off after first 200km. After that, I was mostly focused on 6-speed gearbox (first time I used it,… so after first downshift from sixth to third, luckily at really low speed, I took extra precaution not to repeat same mistake again! ) and just taking extra care not to put a scratch on it. Funny coincidence – this car came to me as I was considering my next car purchase, so by using top-spec Thesis (are there any other!?!:) ), I was actually able to learn what gadgets and options I could live without 🙂 But every one that took a ride with me was very impressed, in fact so much that few people said it would be perfect wedding limo! And that about sums it up – it’s great car for passengers (without low profile tyres, of course:) ), but driver may feel somewhat dissapointed. After 406, it didn’t feel nothing special to drive…

The 406 is a hard car to beat. I know it well. The size is perfect and it is remarkably smooth. The seating for the driver and passengers is superb. Following that, the Thesis is bulky and remote. My feeling is that Lancia should have made a smaller, C-D class car like the 406 and matched its driving character. It would have been more affordable and a novelty in a less status-conscious sector. A V6 406 does everything a Thesis does but is more wieldy.

We do agree! Except I didn’t like 406 leather seats at all and that famous electronic gas pedal…but other than that, it was excellent (ok, reliability of our particular version notwithstanding…) However, having been invited as a long-term 406 owner to the test of facelifted, 2.0 HDI model, I was quite surprised its controls felt quite heavy comparing to our car. Like they tried to make it more sporty, tighter, harder…really, I believe it was unnecessary.

Hello to Pistonheads visitors- March 15th

I have no experience of the Thesis short of seeing one parked in Florence one time. My initial thoughts were that it certainly was more impressive in the flesh than in any photographs. Having owned and driven a Trevi and a Thema I am well accustomed to Lancia’s engineering foibles and understated elegance. It has always been my opinion that to buy a Lancia one must first be willing and capable of thinking outside the box. The Thesis has refinements that go unnoticed by the vast majority of the public. I would be happy to own one but for it’s non availability in right hand drive. It’s a pity that car design has slowly followed the white goods route where cost and performance greatly overshadow individuality. The Thesis should be applauded for what it is, a unmistakably uncompromisingly overly designed car.

Thanks for stopping by Fintan. It has occurred to me that (as far as I can recall) I have never seen a Thesis in the wild. I suspect they look a good deal more imposing than they do in static photography. Nevertheless, it remains a car I’d like to drive (or travel in) more than admire from afar.

A question: As a (former?) Trevi and Thema owner, are you inclined to view the Thesis as less or more of a Lancia than the duo you have owned – or is that an unfair question?

I enjoyed your review. Yes, there’s something wrong with the Thesis.

You miss out the Kappa, two of which I’ve had so far. Utterly reliable — unlike all French cars — ask your friendly breakdown wagon driver, he knows. And I have memory heated seats, and a C-post reading light and fag lighter terminal accessible for rear passengers. And rear screen sunblinds but you have to fiddle them up manually. The boot’s 500 litres, in a car appreciably shorter and narrower than Thesis. I grant we have plastic wood. Hardly marketed, as Fiat “luxed up” Alfa’s bigger model, whose 3.0 V6 is much the same as mine. Kappa has smoothish ride, but many are as good or better. Would love Skyhook, which works on the Maserati. The Kappa estate has self-levelling rear suspension, at £400 a pop to replace, and clever storage layout in the back.

And as for the Kappa coupé, that’s a superior car with its SWB still allowing the 500L boot, and prices hold up — I can get a cheaper Thesis. The 2.0L turbo engine is still the fastest regular production Lancia ever, in either 12v or 24v. And the window comes down a bit for opening/closing the doors. But now I’ve seen a BMW X-whatever number which opens your door a couple of inches on remote unlocking.

In the flesh Thesis looks a lot better, maybe because you can’t easily take in all its ungainly bulk in one view. And have chatted to owners, who do huge mileages happily. Doesn’t self-park, like some Deltas –which has been another expensive mistake with a disproportionately long wheebase. The only success they’ve had is little Elefantino, nice at a price.

Part of the problem is political: Italian statesmen must have an Italian conveyance, so it’s longer inside than it would otherwise need to be. And they rarely need to go fast, so it doesn’t matter that Thesis is woefully under-engined for actual owner drivers. The lack of ostentation has often been a Lancia feature: remember the lovely 2000, a miniature Rolls of its time.

Now all surpassed by the XF, beating all the pretentious characterless Germans.

Don’t knock the Safrane Baccara, a gem. But then I thought Vel Satis was fun too.

Thanks for dropping by. We have a few Kappa articles here plus a Trevi test drive. I had a look at the Kappa as a used car but they are too old (my wife wants hundreds of airbags) and the three on sale here are a bit leggy. I have my eye on a Delta: it’s the right size and has a decent boot.

What’s wrong with the Delta’s wheelbase? It’s exactly what makes this car unique and gives it very elegant proportions. Not your everyday Golf-clone hatchback. The only thing you could criticize is that it’s placed right between the usual car segments which might have contributed to the difficulty of selling it. But as Richard says, for people who don’t need a saloon and want something slightly bigger it’s perfect.

The Delta is only 10 cm shorter than the Peugeot 406 and has the same luggage capacity. Cars after the 406/Laguna2/Mondeo2 got too big. It’s a distinctive car in a market of good but very similar products. The Golf/Focus/Astra trio are all good in (slightly) different ways. There’s no mistaking a Delta for anything else, inside or out.

In many ways I think FCA suffers from Roveritis, which is to say that, while they have people in their ranks who are individually talented and work hard, management is fundamentally an inept cancer that continually enables a deep-seated culture of close-enough-is-good-enough. The truth is that FCA is simply not a serious company in the way that a Toyota or BMW are. The Delta, in fact, is a good case in point. I think the styling has held up well – it was an influential design for its class and considering the constraints put on the design team, that is no mean feat. But the devil is in the detail.

Somewhere on one or another of my hard drives I have a handful of photos that neatly encapsulate the Delta’s fate. They are from the Geneva 2008 launch, which was quite a ritzy affair with, from memory, five Deltas on hand (and nothing else from the range in sight, to fully emphasise the Delta’s importance). Three were decked out in white, two in black. The photos focus on the area just below the tip of the grille’s V. On at least two of the white cars, rivulets caused by running paint are very clearly visible. It’s not very evident in the below photo (the clearest I could find on the web), but you can see, just offset to the left from the ridge that runs down from the bottom of the V, the dried-up ball of paint above the lower intake:

http://images.car.bauercdn.com/upload/8673/images/01lanciadeltapostpone.jpg

This might seem like a small thing. But in fact, it was a big thing, because it speaks to the seriousness of the whole enterprise. If you are that slapdash about the quality of the cars that are supposedly relaunching the brand and being gone over by most of the world’s motoring press, how serious are you going to be about production cars? The Delta was not an especially cheap car at launch, but the detailing simply didn’t support the price point, because the budget was simply not made available for it. It’s one of those cars that looks worse the closer you get, because things like the grille and doorhandles look like the cheaply-made plastic pieces they are. It’s a shame, really, but almost duty-bound to be that way, because it is the inevitable result when management is utterly committed to, and only to, facilitating PowerPoint presentations and balancing account ledgers.

Oh dear. I am considering buying one.

I wouldn’t; still overpriced. I was dead keen on this before launch, but disappointed the more I got to see of the cars. Its best feature seemed to be you could stand up with your head out of the sunroof and let it park itself. But that, and almost everything else you might have wanted rather more, is an expensive option. I think this applied to the sliding rear seats which I’d have found a boon on two-person long tours.

What really got me, apart from cheap materials described by previous poster, was that the wheelbase was too long for decent handling. I kow you can say it was good to get away from the rigid segment definitions, but it doesn’t really work with today’s herd mentality. There was a time when Lancia could go against this with flair — no longer.

But today’s news may mean the Chinese will buy Fiat-Chrysler (will Trump allow?) so I’ll be having to buy spares now in case the supply dries up completely.

Hello Vic: thanks for the insight. The Kappa is one of my preferred choices. However, I am not the only user and have to compromise. The reviewers were happy with the car´s materials. I am not *very* concerned about handling as the car is to be driven in Denmark where it´s all about rigorously enforced speed limits. I drive on cruise control most of the time. I like the long wheelbase in that it affords a lot of rear leg room, something I set a high price on.

Richard, I’ve driven in Denmark too. I’m not really happy recommending a Kappa for you as I don’t think it would be v economical in that environment. (I never drive diesels.) You’d have to fit your own cruise control: I’ve never seen a Kappa with it. Lybra might work, but is rare. Has more modern suspension, probably enough airbags — just maybe enough rear legroom. Boot not vast. Oh, and I always choose a car after ensuring I have a mechanic close enough to service/fix it.

Let me know what you think of Lybra idea — afraid I don’t have time to check now.

Some Kappas have all the airbags, maybe only 2000 year Coupés, which will cost a bit for low mileage — they were so good people did use them a lot. But it’s a bigger car.

I looked into the Lybra. There is a leggy one for sale in Kolding. It’s been on sale for months. The rear legroom is disappointing, I have to say. Otherwise a pretty decent car. There are no saloons – the Kolding car is an estate. Life would be easier if I could buy a car from outside Denmark without the mystery of the import (“registration fee”) tax. With all that in mind, the Delta is available, not too high a mileage, spacious and nigh on unique, airbagged. Bloody expensive too.

Richard, first I don’t understand yr import problem: thought DK in the EU, no? What price and year a possible Lybra in, say, Germany/Poland? And what price and yr DK Delta ? Lybra legroom depends on how far front seats are set back, of course. Most factory pix set them right back to give attractive spacious front cabin look! Best go and play with one.

After looking more into Lybra, I might swap out of my Kappa for one — not too expensive here in France, more manouvrable as I age, and an auto box, but only on 2.0L when 1.8 would probably do me. Saloon far better rigid structure than SW. Has to be LX: base model a bit mean.

The import “problem” is twofold. One, there are hard-to-fathom registration fees when the car arrives in Denmark and secondly, domestically, my Danish wife has a very, very strong preference for a locally bought car as opposed to one from outside Denmark (which is in the EU). The Delta I have my eye on is correctly priced for the local market: a huge, huge sum of money which is €8000 plus the Danish registration “tax”. Seriously, don´t ask. It´s a frightener. I will be looking at the car tomorrow.

By the way, are you part of a Lancia forum as well?

A quick look at Lybras wíth under 70,000 km shows them to be a) marvellous as saloons b) rare and c) all in Italy which is domestically a complete no-go. But €3000 gets one a very tidy dark saloon with a tan hide interior. What a lovely car. Sadly, I think I can write that idea off. I notice low mileage Kappas are still worth a lot. The market has belatedly discovered what excellent cars they are.

While I admire your wife’s preference for supporting local Danish enterprises, I’m not sure you’ll be spending enough for the actual financial benefit to them to be very much. There are probably enough Lybras in nearby Holland and Germany to get an idea if it’s the model for you.

I’m not knowingly on other car forums; used to do Viva Lancia! years ago.

Low mileage Kappas are rare, and usually coupés and as you say, holding or increasing prices; mine is a very rare 6ok km berlina, ordered for an Italian mega corp director. True to tax-avoiding stereotype, they got a base model, then loaded it with nearly every extra to get an LX spec without paying the extra tax for it! So I paid a lot for what was a 15-year-old car that looks like a slug, but has complete and comprehensive history. Probably wouldn’t get now what I paid; don’t mind; does what I got it for. [Those stainless window trims can be carefully moved to the right place wearing thick rubber gloves. I’ve seen them on Passats, too, also out of alignment!]

The auto box is “intelligent” — remembers how you’ve driven and constantly updates to what you’re doing now. Love it. Lybra has that too, but adds another option, switching to fully manual too.

Going back to Thesis, which was where I came into your nice site, if they’d just scaled up Lybra to limo size and added Skyhook it would have done far better. Both used input from the Dialogos concept.

Danes are highly risk averse. Buying “abroad” is seen as risky. That, rather than a concern for the economy, drives the preference. The Lancia range needed a car between the Lybra and Thesis: I suppose Lancia thought an image-building large car was the way to go.

Apropros of nothing, I was recently in Belgrade and Lybras (especially SWs) seem to be popular amongst the taxi brigade there.

On the topic at hand, the thing about the Delta is this. It will fit the ‘modern car’ parameters that satisfy your wife much better than even the Lybra and especially the Kappa – it has cruise, is much safer, and so on. As a modern, practical, conventional car with a lot of legroom and a bit of distinctiveness, it’s a perfectly reasonable choice. But with that said, it won’t feel as distinctive as a Kappa or a Lybra, because the engineering freedoms simply weren’t allowed to drag it too far away from a Bravo. I quite like the Bravo so this isn’t really a criticism from my side of the ledger. But it is something to be aware of nonetheless. In any case, my point about the launch cars was more about highlighting management more than engineering incompetence – it is literally impossible to imagine Piech allowing something like this to occur.

I would note that regarding reviewers’ impressions of materials, you might notice they tended to go out of their way to point out how nice the seats are etc etc, usually adding an addendum like, “which means you don’t notice the dashboard plastics”. In truth, actually, for me it is not really the plastic quality so much as the chosen treatment that I don’t care for – the silver-spray radio/infotainment slab on most models I personally find pretty unsightly. There is a piano black finish on expensive ones that makes a world of difference, but I’m going to guess they sold approximately none of these in Denmark, and any that may exist are prohibitively expensive. The cheap materials on the outside, I would say much the same about. As the reviews of Skodas and Hyundais from the 1980s would say, they get the job done. But they just look and feel cheap, and in that way, they undermine the pleasure I take in the car. If you can live with that, though, it sounds like a good car for your requirements.

Today I viewed the Delta. Report to follow.

You do not have to master marketing to know that the unconventional design of the headlights was reason enough for plenty of potential customers not to buy the car. You simply not succeed in selling this kind of refinement to mass customers. Ask at VW how well they’ve understood this and why the VW Golf is such a success. This said, the beautiful front design would be one of the main reasons I’d buy a car that would set me apart from everything else on the streets. But as we know also most of customers which can afford this sort of car do not want to stand out too much from their peers driving around in boring Mercs and BMs..

For someone with a design background I ought to be able to spot that about the lamps. I don´t see the problem there but in the proportions and the bland centre.

I must say that I find the Thesis fascinating and lovely, in many respects, but I have problems ‘seeing’ the front.

I have to study it each time I see it to work out the angles involved, especially of the area that surrounds the grille. Also, at a glance, it looks as though it doesn’t have a bumper or anything to ‘bring it to a conclusion’ at the front.

Finally, the lights strike me as being relatively small and very much at the edges. All of this might be wrong, but it’s the way I see it and I have similar difficulties with the Ford Scorpio. It’s not an ugly design, exactly, but there’s something disturbing about it.

Am I reading too much into the shape of those headlamps, or are they intended to look a little like the Lancia badge, from a high (standing adult) viewing angle?

Hello Daniel – could be. One would have to look at the blurb for the Thesis / Dialogos concept, possibly. By the way, I came across these concepts – I hadn’t seen them before.

http://www.conceptcar.ee/conceptcars/106-lancia/6264-lancia-thesis-prototypes.html

Those concept pictures are fascinating. I like the one on the left quite a lot. It’s interesting to note that the middle concept has much better flanks than the production car.

Well here i am, replying on an ancient article on a car i intend to buy. Driven by a subconsious alarm that tells me not to. I want the car because it’s lush and luxurious, exotic in a way and it has a V6 engine, enough power and a faint charm about it that is impossible to describe. Also, i set my financial realm to around 3000 euro’s so there is not a whole lot to choose fromin this segment. Apart from it’s debated flaws and quirky looks that should withold me, i’m just wondering whether i am inclined to considder buying this machine. There’s just something that stands out from the other cars that fit this bill..something that lures me in. Maybe this is my car karma, wich has let me down once too often. Somebody: please discourage me (with arguments)!

Good morning Bas and welcome to Driven To Write. I’m afraid you’ve come to the wrong place if you wish to be discouraged from buying a Lancia of any sort! The Thesis would be a lovely modern classic to own, quietly elegant and understated (unlike almost all current cars). Go for it!

Always bear in mind that the cost of keeping such a car on the road is not depending on the purchase price but on the class of car and that Lancias are particularly expensive to maintain because their spare partes are exceptionally expensive if you can get them. The biggest problem with all cars from the Fiat emporium is spare parts availability. For cars like Thesis, 166 or 916 there is literally nothing you can buy at a Fiat dealer. With luck you get wiper blades and brake pads but that’s all. No body parts and only very few mechanical spares are avilable. Last summer I searched five weeks for a used cambelt cover to replace a cracked one on an Alfa 916 and a Thesis surely isn’t any better. The Alfa V6 is an expensive engine to run and to maintain. Driven hard it has a tendency to drink. You probably never will see better than ten litres per 100 km, inner city driving will be between 13 and 16 litres per 100 km and fast autobahn driving will nearly invariably be beyond 20 litres and beyond. It then also consumes some oil. The V6 needs seven litres of fully synthetic 10W-60 oil every 20.000 kms and you should not go for cheap oil if you want your engine to last. Follow the old Alfa buyers’ recommendatoin and let the owner start the test drive – make sure he is warming it up properly for at least 20 kilometres before he uses it hard. If not, walk away. Maintained and driven properly, the engine will last for 250.000 kms and a bit more which is quite respectable regarding the leaden right foot of the majority of Alfa owners. An Alfa engine overhaul is expensive and definitely not a job for the faint hearted or the inexperienced. Cambelt replacement is recommended every 60.000 kms and should not be pushed beyond 80.000 kms and is a more than 1.000 € job. Look at the service bills to check that. A properly maintained Alfa V6 can provide a lot of fun, a badly maintained one can (and will) become a pig.

I’m an old Italian car nut myself but I wouldn’t do it, at least not at the price level you are looking at. The risk is far too high to buy a car with a significant servicing ‘backlog’ that would become an object of endless money spending. The non-availability of any spare parts also would prevent me from buying such a car.

I can only agree with Dave’s comments. Especially his comment about the budget. With a vehicle at this price level, a significant servicing ‘backlog’ is definitely to be expected. Due to the non-availability of spare parts outlined by Dave – and to be a bit flowery, he was only describing the door handle of the “gate to hell” – a expensive car is the better car in any case.

Should you find a vehicle of your choice and all is well, rest assured I am already envious.

Sorry but I can´t discourage you with any factual reasons to avoid the Thesis. It´s comfortable, elegant, pleasant to drive and distinctive. The rear seating will win friends with your family and acquaintances. The only downside is the silly glove compartment and the tiny ash-tray.

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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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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."

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From the other side of the world, we've got a report from the Belgrade Auto Show, first held eighty years ago, in March 1938. It's something of a Bluffer's Guide to the European car market...

Ten Points for Your Next PowerPoint Presentation

In addition to completing text-based content in 'Outline' view before succumbing to the temptations of templates, clip art, and animations, here are ten points you may wish to consider before your next PowerPoint presentation...

For Better or Worse, the Quintessential Alfa

Many an Alfa owner can tell painful tales. Yet, if you're a card-carrying 'Alfista,' all is forgiven. For nothing can make the hairs on the back of your neck stand on end like the joyful cry of an Alfa at full song...

Bavaria's Fuggerei Social Housing Complex

Known for beer and BMW, Bavaria is also home to the only Mazda museum outside Japan - and to the Fuggerei, one of the oldest social housing complexes in the world...

Idioms from Around the World

Knowing idioms in other languages is the difference between mechanically parroting a series of words in a grammatically correct fashion, and beginning to 'think' in that language...

Who Misses Skeuomorphism?

Steve Jobs used to say that the details mattered. Emulating the aesthetic of physical objects on a two-dimensional screen was time consuming, but the effort required fit Jobs' design philosophy perfectly...

Kenya's Mobius, Designed for Africa

If asked to design a budget SUV for Africa, what would you engineer? A space frame, for durability? Long-travel coil springs, for better absorption? Or leaf springs, for better articulation? Aluminum panels, for sturdiness?..

There's Curry and There's Kari

While the curries which we eat today are a product of India's long history, that history has involved many cultural influences - from the indigenous Ayurvedic, through Portuguese, Mughal, and British...

Se Habla De La Paella Como Un Dogma

Like Seinfeld restauranteur Poppie's opinions on what a pizza is and isn't, many will have strong feelings about paella...

Cultural Context in Communication

We find that native-speaking teachers are best placed to communicate not only language, but the subtleties of the cultures in which that language is spoken...

Determined to regain its stature at the turn of the Millennium, Lancia pulled out all the stops with the colorful Thesis. It was, they said, a flagship for the enlightened bourgeois...

Dining in Denmark (Smorrebrød/ Smörgåsbord)

It is essential to be punctual for appointments in Denmark. If you are invited to a Danish home for a meal, you are expected to bring the host or hostess flowers or a bottle of wine...

Sushi - Arranging for Long Life

A delight to the eye as well as a revelation to the tongue, sushi is an engrossing culinary happening that those who have tasted will not soon forget...

Renault Goes Big, then Goes Home

American Motors needed a front-drive compact. Renault needed a serious dealer network in America. The result was one of the first transatlantic deals in the automotive industry...

The Wrong Way to Learn a Language

Language learning is not a set of easy steps that can be programmed in a quick do-it-yourself kit. That's part of why we strongly suggest you learn by immersion. The alternative is not pretty...

The Hungarian Language

Hungary is a fascinating country, with a captivating culture - and a beguiling language which has a reputation for being among the most challenging to grasp...

Mazda's Special Relationship with Germany

You might imagine that the land of the Autobahn would appreciate every attempt to inspire confidence at speed. Mazda's relationship with Germany goes back much further, however...

Black Friday Around the World

What began in America to mark the start of the festive season in the 1950s is quickly turning into a global phenomenon...

Happy Fortieth, Peugeot 305

It's the second time this year that we're writing about a French car with a milestone birthday. Endearingly, it's also the second time that Peugeot is celebrating a joyeux anniversaire on Twitter...

Uh-Oh The Glottal Stop

We've found that our Danish students can have trouble imitating the glottal stop used in that language...

The Languages of Doctors

Spanish and Hindi are reportedly the two most widely spoken non-English languages among American physicians...

How to Establish a Brand

Our students here at the Beverly Hills Lingual Institute are some of the most interesting and accomplished people you could hope to meet. One reminded us of Saab the other day...

The Luxury Experience

As with so many things worth contemplating, there's a delicious irony to luxury - a concept which has wide appeal, but which is out of the reach of the majority. Luxury has always been somewhat ethereal and difficult to pin down...

How Much Do You Know About Hungary?

Franz Liszt. Béla Bartók. The Austro-Hungarian empire. Paprika. Goulash. Esterházy cake. All of these things are part of the heritage of Hungary, a small central European country with a dramatic, 1,100-year history...

What Did Helvetica Tell You Today?

We are surrounded by type and typography. There's every chance that the typeface you see most is Helvetica. It has been dubbed the 'perfume of the city' - you don't notice it much, but you'd miss it if it went away...

Spanish Shark, Korean Coup

The 1997 Tiburon signaled a change in Hyundai's goals and image. At its debut twenty years ago, it became the first Hyundai to turn heads on the freeway...

Filibustering, Gerrymandering Lame Ducks

Why do we call a politician's verbal delaying tactics a 'filibuster?' Why is redistricting to gain political advantage called 'gerrymandering?'..

Learning Language is Child's Play

Imagine that you have decided to learn German abroad. Upon your arrival in Hamburg, you begin by memorizing a German grammar book and a table of the two hundred and forty-eight irregular German verbs...

Nostalgic for a Friendlier Future

Honda has surprised journalists and enthusiasts alike at the ongoing Frankfurt auto show, with the electrifying Urban EV, a modern take on the original Civic...

Language as Jazz

Language will become your guide to the ways in which different cultures express not only ideas, but emotions...

It's All Polish To Me

If you know any other Slavic language, you'll find more than a few cognates in Polish. If Polish is your first Slavic language, it makes a great gateway to the others...

Boas Noticias - You Know 40 Portuguese Words

Good news! You already know at least forty words in Portuguese...

Farsi is Sugar

Farsi shekar ast. This is how Farsi speakers refer to the Persian language. They believe that speaking Farsi is a sweet treat to the tongue...

76 Common Verbs for Dutch Learners

As we recently wrote, vocabulary is the most difficult aspect of learning a language. Here are seventy-six common verbs for Dutch learners...

Which Are the 'Easy' and 'Hard' Languages?

Any language has three distinct components: pronunciation, grammar, and vocabulary. Contrary to what many believe, pronunciation is not the hardest feature of a language to master...

So You Want to Learn Hindi?

When you learn the Hindi language, you will find the beauty, the simplicity, and the joy that lies therein...

Ingrid Bergman on Language

Swedish actress Ingrid Bergman, who knew five languages, was once asked which she preferred...

The Origin of Lean Production

We tend to associate the concept of 'lean production' with the Japanese; and with Toyota, in particular...

The Secret to Reading Japanese

Japanese characters may look mysterious and impenetrable to the uninitiated - but we'll show in a few examples that they are not at all difficult to understand...

Losing the War One Slide at a Time

Audiences are difficult to capture and harder to retain. Knowing what to leave out - what detracts from the basic message - is just as important as knowing what to put in...

British car, Japanese origins, French fans, unsure Germans

To look at the Rover 600, you'd be hard pressed to tell that it had come from a Honda Accord. A French poll - and they say the French know about these things - even saw it voted the world's most beautiful car...

Blowin' in the Wind

Although Bob Dylan's 'Blowin' in the Wind' was a discussion of social change, he might just as easily have been referring to Dutch energy policy fifty-five years later. All Dutch trains now run on renewable wind energy...

Getting Around

How did people get around before GPS receivers? Nomadic tribes used the sun and stars to navigate. There is evidence that these rudimentary navigation systems were developed independently by very diverse cultures...

Alpha, Bravo, Charlie

We all share the skies. In 1927, the standardized ICAO phonetic alphabet was created to help aircrews around the world communicate their names and locations...

Choosing a Language to Learn

We've all heard that there are benefits to being bilingual. However, picking a language to learn can be a daunting task...

Are You a Dog or Cat Person?

The difference in the paths to domestication of dogs and cats could explain the difference in their behavior. Dogs tend to be dependent on their owner, whereas cats are often described as having a mind of their own...

The First Volvo

The first Volvo - the ÖV4 - was not quite the vehicle the company founders had hoped for. However, its failings no doubt set Volvo on a path to developing the durability which would become a cornerstone of the marque...

Improve Your Public Speaking

The more comprehensively a speaker understands a language, the better they are able to use it to deliver their message accurately and memorably...

Where Did I Come From?

Many of us develop a keen interest in our origins - as evidenced by the number of our students who begin learning a language to better understand a culture that is part of their family heritage...

Happy Emoji Day

Believe it or not, there is an Unofficial International Emoji Day - and it is today, July 17th!..

Czech Out the First Robots

The word 'robot' comes from a 1921 Czech play, 'Rossum's Universal Robots' (Rossumovi Univerzální Roboti)...

Local Tastes, Global Image

Success in the food export industry is probably best described as a combination of the flavor of the product (with some adaptation for local markets), satisfying expectations in preparation and packaging, and the product's image...

Mind Your Grammar

Let's take a look at grammar from the point of view of the linguist. To do that, we need to consider three distinct types of grammar for every language: Mental, Descriptive, and Prescriptive...

Lipstick is Always a Good Idea

Unlike many a beauty trend, red lipstick has stood the test of time. Egypt is where the manufacturing of lipstick became what it is today...

Is this a BMW?

You won't see BMW's 2 series 'Active Tourer' on the streets of Los Angeles. It's a Europe-only model, launched in 2015. And it is perhaps the most ill-advised move the Bavarians have ever made in modern history...

Whose Pasta is it, Anyway?

When you think of Italian cuisine, pasta is probably the first thing that comes to mind. But while we think of pasta as a culturally Italian food, it is likely the descendant of Asian noodles...

Learn French - The Language of Diplomacy

It has often been said that there isn't much love lost between the French voter and their chosen politician. Perhaps it is ironic, then, that French is widely known as the language of diplomacy...

How Many German Words Do You Know?

Let's not forget - The words for America's favorite foods are German... hamburger, frankfurter, and wiener...

East Germany's Trabant People's Car - a Reprieve

The East German Sachsenring Trabant has long been a symbol for the failure of communism. That's a pity, really, because it's an interesting car in its own right...

Como agua para chocolate

Tita de la Garza is a young girl who lusts for Pedro. He feels the same way. Unfortunately, a family tradition forbids Tita from marriage...

Traveling Tips

Traveling this summer? We've got you covered...

You Know More Spanish Than You Might Think

In many places across the United States, Spanish is encountered at every turn - on street signs, on buses, at banks, at restaurants... even in your junk mail...

Happy Birthday, Peugeot 405

Peugeot is very proud of the 405; so proud, in fact, that the Peugeot Museum at Sochaux is holding a 30th birthday party for the car tomorrow (Saturday, June 17th)...

I Love Daddy

Most babies speak their first words between their first birthday and eighteen months of age. In the very early stages of learning, there is a difference between what a child hears, and what they can say...

You Know at least 78 Words in French

About thirty-five percent of English vocabulary is of French origin. Tou might be surprised by how much French you already know...

The Challenges of International Marketing Research

If you want to know what consumers think, ask them. It sounds simple enough. But when marketing research goes international, the problems multiply quickly...

Volvo wants Engineers, and they want Volvo

Swedish engineering students have selected Volvo Cars as the most attractive employer in the country. The company is looking for hundreds of new software engineers to strengthen the development of next-generation technologies in safety, autonomous driving, and electrification...

Reasons Our Students Choose Italian

Among the foremost reasons so many of our students give for picking Italian is that, for English speakers, Italian is among the simplest foreign languages to grasp quickly...

We'll Bring the Coffee

For many, that first cup of coffee can make or break the start of the day. For our language students, a stop at the coffee pot before class is an important ritual. Coffee is rarely just a stiff shot of caffeine...

All Things French: Fashion Capital of the World

Since the 16th century, France has been the center of design and haute-couture, exuding grandeur and refinement. Today, French fashion continues to maintain its olde-worlde tastes of elegance and glamor, while assimilating modern styles through original design approaches...

Why is Having a Bilingual Brain a Benefit?

Being fluent in different languages has been shown to improve an individual's concentration, while warding off the onset of dementia, Alzheimer's, and other diseases that cause deterioration...

Spain's Youthful SEAT Car Brand

SEAT's customers are eight to ten years younger than those competing brands. It's not just about Latin flair; SEAT focuses mainly on small cars...

A Guide to Summer Shopping in Italy

As July approaches, so does Italy's traditional summer sale; and my favorite sport - window shopping...

The Challenges of Learning Arabic

The Arabic alphabet is not difficult to learn, and some aspects of Arabic grammar have been compared to algebra. However, plural nouns, verb conjugation, and vocabulary can be challenging to master...

Pick-ups Over Here, Hatchbacks Over There

The American and European car markets are roughly the same size. However, there are several differences between vehicles popular in, and made for, the United States, and Europe...

Tulips are known as the flower of springtime in the Netherlands. Tourists and locals alike flock to visit the country's many beautiful flower gardens. Yet this iconic flower is not Dutch!..

Saving Hebrew

Hebrew was virtually dead as a spoken language - until a father and son persuaded their community that all could have a hand in restoring Hebrew, and modernizing it, word by word...

The First Modern Hatchback

French motoring journalists had long been muttering over their Gauloises about the need for a new mid-market Renault. The R16 of 1965 was the first modern hatchback, versatile and comfortable...

Keeper of the Bridge

'Most,' in Serbo/ Croatian, means bridge. 'Stari' means old. 'Mostar' could be - and has been – loosely interpreted to mean 'Keeper of the bridge.'..

The Anti-Pensioner Volvo

Ask most people when Volvo began to change its frumpy image, and many will have forgotten the dramatically wedge-shaped 480 ES hatchback of 1986, a curiosity in the herewith staid Swedish automaker's offerings...

Introduction to the Philippines

Filipinos are quick to point out that their colonial past has seen them spend three hundred years in a Spanish convent, and fifty more years in Hollywood. This has given Filipino culture the opportunity to selectively adopt religious and cultural influences...

Where Women Brew the Village Beer

Some Zulu have opened up their homes and villages to tourists who want to learn about traditional Zulu culture. The villagers offer unusual vacation packages...

Bewitchingly Flawed

As CAR magazine once put it of the Ferrari 348 - the final V8 mid-engined model to be developed by Enzo Ferrari himself - 'A Ferrari – even a flawed Ferrari – is simply too bewitching.'..

Just the Happy Country Songs, Please. We're Japanese

Enka music is very Japanese - the tear-stained crystallization of the long-suffering Japanese heart. And country music, being quintessentially American, is by definition the exact opposite...

Japan's Caprice

Toyota had made its name on reliable small cars. Now, Toyota wanted to increase its profitability – and that meant Cressida: a larger, more prestigious car...

The First Martians

The problems that arise when something is mistranslated can be comical – indeed, dangerous – and can have far-reaching consequences. NASA reminds us of an unusual instance which dates back to the late 19th century...

Dolma or Tolma?

There's no point arguing. Any dish that evokes the spirit of a particular Armenian community, any dish that makes them feel that it is Armenian, is Armenian...

Jetta: Hip to be Square

The Jetta and its irreverent advertising led legions of Gen Y drivers to Volkswagen, lured by the fun image the company projected...

Speisen wie Gott in Frankreich: Wiener Schnitzel

These thinly pounded cutlets that are first breaded and then fried are so beloved that they've even made it on the menus of such elite restaurants as Wolfgang Puck's Spago in Beverly Hills...

The Big-Hearted Will Take Away the Bride

Dilwale Dulhania Le Jayenge recently celebrated its 20th anniversary. This evergreen story of a young man in love with a girl whose father does not approve, celebrates the best of Bollywood...

Dutch in Paradise

A Dutch physician once claimed that his mother tongue was the best and oldest language in the world. According to him, Adam and Eve spoke Dutch in paradise...

The World Envies Us for One Thing

The best Lancias have been faintly mad, evincing the uneven dollops of brilliance that played a role in their conception. The 1976 Lancia Gamma, particularly in coupé form, certainly fit that description...

Nyusu Flash: You Know 26 Words in Korean

English comprises over ninety percent of the 20,000 loanwords currently used in Korean, and new words are being added on a daily basis...

La Tour Eiffel: Ça, c'est Paris!

At its inception, a chorus of opposing voices rose to protest France's Eiffel Tower, attacking it as a meaningless gesture, devoid of function and too reminiscent of an industrial smokestack...

When I See an Alfa Romeo go by, I Tip my Hat

After a twenty-one-year absence from America, Italian Alfa Romeo is back. Will initial attraction translate into a long-term partnership?..

How Does the Bilingual Brain Work?

Reasons to learn italian, reasons to learn french, 3 unbelievable spanish-speaking travel hotspots, 10 of the weirdest international slang phrases, how bilingualism improves your health, why you should learn a language today, truth in advertising, why adults are better language learners than children, how the brain benefits from being bilingual - infographic, a proven approach to language lessons, top quality spanish teachers, affordable french lessons of the highest quality, a better way to learn italian, high quality spanish courses, italian school, top quality french teachers, finding the best language school, italian tutors.

Students are discovering how much fun Italian classes can be at our language institute in Beverly Hills. Learning about the culture and language of Italy is such a treat that students regularly meet in one of the area restaurants to practice casually over lunch...

New Year's Resolution

It's that time of year when many of us look to making a New Year's Resolution. As you ponder your own, you might consider learning a new language...

Beverly Hills Lingual Institute

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Victor Mukhin

• Scientific Program

Title : Active carbons as nanoporous materials for solving of environmental problems

However, up to now, the main carriers of catalytic additives have been mineral sorbents: silica gels, alumogels. This is obviously due to the fact that they consist of pure homogeneous components SiO2 and Al2O3, respectively. It is generally known that impurities, especially the ash elements, are catalytic poisons that reduce the effectiveness of the catalyst. Therefore, carbon sorbents with 5-15% by weight of ash elements in their composition are not used in the above mentioned technologies. However, in such an important field as a gas-mask technique, carbon sorbents (active carbons) are carriers of catalytic additives, providing effective protection of a person against any types of potent poisonous substances (PPS). In ESPE “JSC "Neorganika" there has been developed the technology of unique ashless spherical carbon carrier-catalysts by the method of liquid forming of furfural copolymers with subsequent gas-vapor activation, brand PAC. Active carbons PAC have 100% qualitative characteristics of the three main properties of carbon sorbents: strength - 100%, the proportion of sorbing pores in the pore space – 100%, purity - 100% (ash content is close to zero). A particularly outstanding feature of active PAC carbons is their uniquely high mechanical compressive strength of 740 ± 40 MPa, which is 3-7 times larger than that of  such materials as granite, quartzite, electric coal, and is comparable to the value for cast iron - 400-1000 MPa. This allows the PAC to operate under severe conditions in moving and fluidized beds.  Obviously, it is time to actively develop catalysts based on PAC sorbents for oil refining, petrochemicals, gas processing and various technologies of organic synthesis.

Victor M. Mukhin was born in 1946 in the town of Orsk, Russia. In 1970 he graduated the Technological Institute in Leningrad. Victor M. Mukhin was directed to work to the scientific-industrial organization "Neorganika" (Elektrostal, Moscow region) where he is working during 47 years, at present as the head of the laboratory of carbon sorbents.     Victor M. Mukhin defended a Ph. D. thesis and a doctoral thesis at the Mendeleev University of Chemical Technology of Russia (in 1979 and 1997 accordingly). Professor of Mendeleev University of Chemical Technology of Russia. Scientific interests: production, investigation and application of active carbons, technological and ecological carbon-adsorptive processes, environmental protection, production of ecologically clean food.   

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• Home Board index Lancia forums in English 40 Thesis
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• Dusk and rain sensor problem solved by Isola » Wed May 11, 2022 6:21 pm 0 Replies 1010 Views Last post by Isola Wed May 11, 2022 6:21 pm
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First refuelling for Russia’s Akademik Lomonosov floating NPP

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The FNPP includes two KLT-40S reactor units. In such reactors, nuclear fuel is not replaced in the same way as in standard NPPs – partial replacement of fuel once every 12-18 months. Instead, once every few years the entire reactor core is replaced with and a full load of fresh fuel.

The KLT-40S reactor cores have a number of advantages compared with standard NPPs. For the first time, a cassette core was used, which made it possible to increase the fuel cycle to 3-3.5 years before refuelling, and also reduce by one and a half times the fuel component in the cost of the electricity produced. The operating experience of the FNPP provided the basis for the design of the new series of nuclear icebreaker reactors (series 22220). Currently, three such icebreakers have been launched.

The Akademik Lomonosov was connected to the power grid in December 2019, and put into commercial operation in May 2020.

Electricity generation from the FNPP at the end of 2023 amounted to 194 GWh. The population of Pevek is just over 4,000 people. However, the plant can potentially provide electricity to a city with a population of up to 100,000. The FNPP solved two problems. Firstly, it replaced the retiring capacities of the Bilibino Nuclear Power Plant, which has been operating since 1974, as well as the Chaunskaya Thermal Power Plant, which is more than 70 years old. It also supplies power to the main mining enterprises located in western Chukotka. In September, a 490 km 110 kilovolt power transmission line was put into operation connecting Pevek and Bilibino.

Image courtesy of TVEL

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