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<title><![CDATA[Yahoo! rss_cars : Lancia]]></title>
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<description><![CDATA[Lancia]]></description>
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<lastBuildDate>Fri, 07 Mar 2008 12:13:09 GMT</lastBuildDate>
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<title><![CDATA[Lancia returns to UK]]></title>
<description><![CDATA[Car Enthusiast - Lancia is set to return to the UK with an all-new Delta model to lead the charge.]]></description>
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<pubDate>Fri, 07 Mar 2008 12:13:09 GMT</pubDate>
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<title><![CDATA[Lancia Thema (1986 - 1994) : VARIATIONS ON A THEMA]]></title>
<description><![CDATA[Car And Driving - Models Covered: 4 DOOR SALOON 2.0, 2.8, 3.2 (I. E, LE, LS, LX, V6, 8.32)BY ANDY ENRIGHTLancias Thema, whilst overshadowed by the rally replica Delta, nevertheless enjoyed an eight year existence during which quite a few found homes in the UK. Buying new and buying used are two very different propositions, however, and a used Thema can spell serious trouble. Take the time to do some research and you can pick up a well looked after example that offers a lot of style and speed for very little money. Youll need a bit of luck, a lot of patience and no little determination. A bit of a gamble here. On a good day the Thema offers extremely comfortable and if you opt for a turbocharged model sinfully rapid executive transport. The interiors are spacious although the seats are rather flat in all models. The Themas split/fold rear seats fold forwards, allowing access to the huge boot but theres a lack of useable stowage space around the cabin. Rear seat accommodation is particularly good, the long wheelbase of the Type 4 chassis offering plenty of legroom. The styling still looks distinguished and equipment levels arent bad. The Thema isnt a modern car, however and if youre accustomed to even very modest cars packing anti lock brakes, airbags, air conditioning, stability control and so on, the Lancia may come as a bit of a shock.Most Themas can now be yours for little more than a Saturday afternoon watching a Premiership game but there are exceptions. The last of the Turbo models are quite desirable but the ones that really hold their value are the rare 8.32 models but its best to price these on an individual basis.The V6 engine can misfire under heavy acceleration (due to faulty engine management) and the cooling system can leak at the water pump and the bottom radiator hose joint. Tyre wear is heavy at the front and clutch wear in common on V6 models (expect to replace the clutch at 60,000 miles). The gearboxes were quite good, but look out for a weak synchromesh on 3rd gear on some early V6 models. The gear linkage has also been known to break, leaving some cars stuck in gear. Check all the gadgets as these can be expensive to fix. The 8.32 model should really be looked over by a specialist as it needs constant maintenance. Otherwise look for blue smoke blowing from the exhausts of Turbo models and look at the tyres for signs of suspension misalignment. Body panels are increasingly difficult to get hold of and try to find a car that has a decent stainless steel exhaust fitted.(approx based on a 1992 2.0 16v) A clutch assembly will be around £150. A starter motor will be about £250. Brake pads front and rear are about £100 and £65 per pair. A replacement headlamp is close to £125.Its easy to tailor a comfortable driving position in the Thema thanks to the height adjustable seat and steering column although lateral support through corners isnt great, due to the fact that the seats are so flat and wide. The 2.0-litre Turbo engines are the drivers choice but even the normally aspirated 120bhp 16v car will dip under ten seconds for the sprint to 60. Handling is surprisingly taut for such a big car although the later Turbo cars suffer from some torque steer, the front wheels having a job transmitting 210bhp of spiky turbo power delivery to the tarmac. The steering feels lively and the overall handling balance is wonderfully neutral.The Thema will always be specialist interest but it sold steadily for eight years on the strength of its style, handling and performance, three attributes which still stand up to scrutiny today. The 8.32 model is a rare bird and requires specialist attention. Normally wed recommend taking a look at several but as supply is limited you may have to wait until you find a Thema with your name on it. ]]></description>
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<pubDate>Mon, 10 Oct 2005 01:00:00 GMT</pubDate>
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<title><![CDATA[Lancia Y10 (1985 - 1991) : RARER THAN WHITE HENS TEETH?]]></title>
<description><![CDATA[Car And Driving - Models Covered: 3 door citycar, 1.0, 1.05, 1.1, 1. 3-litre petrol [FIRE, Touring, Turbo, Fila, FIRE LX, Missoni, Martini, GTie, LXie, Selectronic]BY ANDY ENRIGHTAlthough its hard to believe now that it has passed into relative obscurity, but during a short period in the mid Eighties, Lancias Y10 was the hot ticket amongst style conscious city dwellers. Offering a healthy dose of Italian pizzazz in a market dominated by Fiestas and Metros, the Y10 was, in many respects, a good way ahead of its time. It wasnt until the Fiat Cinquecento was launched fully eight years after the Y10 made its debut that the public at large really cottoned on to what Lancia were trying to market. Those that did take the plunge and buy a Y10 were treated to a small car with a serious measure of fun thrown in. Italian cars of this era have been saddled with something of a reputation for electrical and mechanical gremlins and the Y10 shares its predecessors propensity to oxidise. Therefore is it even worth trying to get hold of a used example? Find out here.A quirky and stylish citycar that once carried off the Tornio-Piemonte design award. Later models were well loaded with standard equipment, the GTie featuring a dashboard, seats, and door panels trimmed in soft touch Alcantara. Those looking for the rarest model can attempt to track down the four-wheel drive version that was never officially imported to the UK. Although its styling isnt as recognisably classic as the Fiat Panda the source of the Y10s front suspension and transmission it has nevertheless aged well and a nicely looked after car still cuts a dash. In truth, youll pay whatever figure you and the vendor agree on. Book prices for cars as rare and as variable in quality as the Y10 are next to useless, but the Y10 Turbo is starting to look a little collectable and a very well looked after example can fetch anything up to £1,000.Lancias have a reputation for rust, largely earned by the Beta models of the Seventies, but the Y10 isnt immune to the metal moth. Particular areas you should pay attention to include the front wing seams, the door skins, the inner wheelarches, the boot lids and the petrol tank fixings. In extreme cases the plastic petrol tanks can work loose and fall out. This will probably ruin your day. Rear wings for the Y10 are virtually impossible to get hold of so if you see a car with corroded rear quarters, walk away. The Brazilian manufactured 1050cc engines are pretty tough but they are noisy and the tappets require frequent adjustment for smooth running. The FIRE engine is the most rugged. As with virtually any Italian car from the Eighties, the electricals are idiosyncratic to say the least and electric window motors are particularly prone to failure. Dashboard warning lights often resemble the big board from the USS Enterprise at start up. The base cloth trim for the seats is prone to fraying and the Alcantara trim fitted to upspec model fades in sunlight and is very susceptible to burns. The dashboard squeaks on many cars and driveshafts on Turbo models are prone to failure. Apart from that, not much to report. (approx based on 86 FIRE) A front wing is around £185 and an exhaust rear box £120. A fuel tank is around £125 and a fuel pump £20. Brake calipers retail at around £28 and an exhaust manifold £100.All Y10 models have a distinctly nervous ride, although the alterations made to the rear suspension in 1987 at least made the nervousness a little quieter. That said, the handling was with the exception of the Mini the best fun in the citycar class and the 85bhp Turbo model was capable of nothing off the sprint to 60mph in 9.5 seconds. You had to put up with a quirky driving position but fun came by the bucketload. Youve got to be committed to want a Y10 but if you are handy with a spanner and soldering iron you should enjoy the experience. Wed opt for the last of the Turbo models or a low mileage GTie.]]></description>
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<pubDate>Mon, 10 Oct 2005 01:00:00 GMT</pubDate>
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<title><![CDATA[Lancia Delta HF IntegraLE (1987 - 1993) : THE HOLY GRALE]]></title>
<description><![CDATA[Car And Driving - Models Covered: 5 DOOR HATCHG 2.0-LITRE PETROL (BASE, 16V, EVOLUTION, 5 and 6 SPECIAL EDITIONS, EVOLUTION II)BY ANDY ENRIGHTIf ever a manufacturer could afford to rest on its laurels it was Lancia circa 1996. The Group S and Group B categories of international rallying had just been cancelled and its Delta HF 4WD had just easily beaten all comers to take the 1996 World Rally Championship in its very first season. Few realised what was to come. The Delta HF Integrale would evolve over the next six years into one of the most potent road and rally weapons ever and went on to not only carve a place in automotive history but also acted as a halo model, propping Lancia up through some very thin times. Used Integrales are now getting very collectible indeed. Just make sure you know what youre looking at.Given the strength of its reputation and the many iterations available, its easy to forget that the Delta HF Integrale was only on sale for six years. The pace of change during these six years was, to say the least, frenetic and the original Grale was a very different beast to the last of the line Evolution IIs. Many buyers will prefer the anti-lock brakes fitted optionally to the 16v versions and the added performance and tractability of the multivalve engine won many buyers over. Unless you buy a car thats been converted after sale, the Integrale has its steering wheel on the left hand side. This doubtless deterred many potential customers who relished the opportunity to get out and overtake a bunch of stuff but didnt fancy the tentative peek into the oncoming. The Integrale is rare in offering uncompromised rally-replica thrills with the added practicality of five doors. Yes, it is a little tight in the back but when alls said and done its a five-door supermini and is as capable of doing the weekly shop as it is blasting around a Forestry Commission gravel track.Early 8v Integrale models can be found in reasonable condition from around £2,700, making them attractively priced in comparison to, say, an Audi Quattro. If youre looking for a 16v car you should budget at least £3,500 for starters with really clean examples commanding £5,500 or so. Evolution models start at around £5,500 although if you want the definitive Evolution II youll need to stump up at least £12,000. Giallo Yellow bodywork with black Alcantara upholstery is a particularly prized combination for Evo IIs. Although Lancia latterly adopted a belt and braces approach to rustproofing, the early Integrale 8vs are rather susceptible and it wasnt until the launch of the Evolution models that the company really got to grips with corrosion. If you are going to look at an 8 or 16v model, check for rust around the front windscreen pillars, the top of the rear tailgate, the leading edge of the front doors, the rear wheel arches (some sharp sellers will fit plastic spats to conceal the rot) and the rear suspension turrets. Rear disc brake calipers have been known to seize, especially if the car has been driven enthusiastically in the dirt. These control the handbrake and the cable for the handbrake is also prone to failure so make sure all is OK before leaving the car on a slope at the end of your test drive. Synthetic oil is a must if turbo life is to be prolonged. The turbo should develop full power at around 3,000rpm when the engine is good and warm. If boost comes in much higher than this the turbo is probably on its way out. Check to see if the turbo has ever been replaced by the previous owner as cars on their original blower are now getting scarce. Cam belts should be changed every 30,000 miles at the very minimum. More scrupulous owners will swap out the cambelt every two years or every 15,000 miles. Dont worry too much about a stiff second gear on the Integrale. It usually loosens up when the gearbox warms up. Cars that keep stalling usually have a potentiometer out of adjustment and cars that pull to one side during acceleration and the other during braking are likely to have rogered front suspension bushings. Check the oil cooler on later cars for corrosion on the oil pipe unions. These tend to break, spraying oil about which is never good mid-corner. The VAF valve is also a common source of aggro for Integrale owners. This valve controls the amount of air directly entering the engine and if the car wont idle at a constant engine speed the valve is probably out of commission.Replacement parts costs vary wildly according to source and model of car. There are three key problems that can arise with the Integrale. The first is a broken cambelt which will cost around £1,500 to fix, inclusive of labour. A cooked clutch will be £700 to replace but the big bill is for a crankshaft failure brought about by a seized big end bearing. This will be a wallop in the wallet to the tune of £2,000. There are a number of Integrale specialists who can advise on servicing, spares and repair, the best of the bunch undoubtedly being John Whalley Ltd of Bishop Stortford.If youre accustomed to the overengineered build quality of modern performance hatches, the Integrale will feel like a collection of parts flying very quickly in loose formation. Despite this initial impression of reedy thinness, the Integrale is in fact a very rugged thing as its tally of six consecutive World Rally Championships and countless privateer successes will attest to. With low weight, great all round visibility and an excellent seating position, even the 8v model will scorch away from most of todays hot hatch brigade, registering a sprint to 60mph of just 6.6 seconds and a top speed of over 134mph. Trade up to a 16v and youll find a more measured spread of power, sprinting ability dipping to 5.7 seconds. The Evolution models are genuine supercar scarers, with superb handling and plenty of brakes.What price a legend? The Delta HF Integrale is one of the most evocative names in modern motorsport and if you appreciate your rallying history you owe it to yourself to get behind the wheel of a Grale before you die. Owning one is another step altogether and youll need to budget a hefty sum for upkeep and fettling if youre not to cruelly deplete the Integrale population by one. A well looked after Integrale makes most other so-called performance hatches look distinctly toothless and has an irrevocable coolness that none can match. Are you hardcore?]]></description>
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<pubDate>Mon, 10 Oct 2005 01:00:00 GMT</pubDate>
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