Lancia—for those who like fine cars

Press, 25 July 1985, Page 37

Lancia —for those who like fine cars

By

PETER GREENSLADE

Lancia is a name that the automotive world almost automatically associates with extremely well finished prestige cars. Founded in 1906, the company was taken over by Fiat in 1969 and was finally incorporated into Fiat Auto S.p.A in 1978. Under these circumstances, one might suspect that Lancias are now badgeengineered versions of Fiats. That is not so. The original marque has retained its identity and, although Lancia production is unexceptional by world standards, this arm of the mammoth Italian engineering group is still producing advanced and technically innovative cars. Naturally enough, Lancias do benefit from Fiat input and there is almost certainly some rub-off from Ferrari, with whom Fiat is associated on a joint venture basis. If evidence of the advanced automotive engineering said to be synonymous with Lancias is needed, it can be fond in the Volumex models which were introduced with the Tredi in 1983. They are now reaching New Zealand in the shape of the 2000 Beta Coupe and HPE hatchback in greater numbers, as a result of the Government’s more liberal approach to built-up car imports under the motor industry plan. The Volumex, or VX, Lancias are unique in that they are the only volumeproduced cars in the world with an engine supercharged by a positive displacement compressor. This arrangement, which first saw the light of day in petrol-driven cars about 50 years ago, is Lancia’s answer to the trendy turbocharger which is used by some car makers to extract a quart of power from a pint-sized engine. In simple terms, an engine supercharged by a positive displacement compressor is one in which the fuel-air mixture enters the induction system under pressure virtually from the moment the engine is started. In a turbocharged engine, the compressor or turbine is driven by the engine’s exhaust gases and, thus, the turbocharging ef-

feet begins when the engine is expelling a volume of exhaust gas sufficient to drive the turbine and so compress the fuel-air mixture. Lancia adopted its Volumex system rather than exhaust gas turbocharging because studies showed that the positive displacement compressor, which is mechanically-driven by the engine, produced an immediate and smooth progression of power output. Apart from its ability to produce greater maximum power than a comparable, normally aspirated engine, the supercharged engine is notable for its mid-range gutsiness. For example, the 2000 Beta Coupe develops its maximum torque, a lusty 205 Nm, at 3000 rpm. Although it is improbable that many Beta Coupe owners would use their cars for towing purposes, it is worth noting that this particular model will comfortably tow weights of up to 1200 kg. For most Beta Coupe owners the benefit of Volumex will stem from the car’s ability to overtake slower moving traffic expeditiously. Overtaking will almost certainly become more hazardous now that the open road speed limit for heavy commercial vehicles, many of which are of considerable length, has been lifted to 90 km/h, whereas the open road limit for cars is only 10 km/h more. In practical terms, I found that on the test route the 2000 Beta Coupe could be driven at least one gear higher on the winding hilly sections than any comparable 2 litre car, whether normally aspirated or turbocharged, that I have driven. The supercharger makes for an extremely flexible engine without a trace of the temperament that became the Achilles’ heel of supercharged engines when they were in vogue in the thirties. Apart from its Roots-type “blower,” the Lancia has a very sophisticated power unit. Like its supercharger, the engine has its origins in

Lancia’s rallying and endurance racing cars. Transversely mounted and driving the front wheels, it is a 1995 cu cm four cylinder, double-overhead camshaft design with five main bearings and a light alloy cylinder head on top of a cast-iron block. Electronic ignition is used and the fuel-air mixture reaches the supercharger via a Weber downdraught carburettor. It incorporates an automatic cold starting device, which I found to be 100 per cent effective during my time with the car. In keeping with the highperformance nature and characteristics of the engine, an oil radiator is fitted, Lancia’s engineers have devoted time and energy to ensure that top quality, heat resistent materials and cooling are in accordance with modern techniques. The result is an engine that does its job

without any need for special treatment. The engine is mated with a five speed gearbox through a mechanicallyoperated dry, single plate clutch that is positive, yet forgiving, in its action. The gear change is definite and precise, but the shift action is more physically demanding than the driver of a Japanese car would expect. It may have been inexperience or the newness of the Lancia, but I experienced difficulty in selecting reverse gear almost always. Servo-assisted rack and pinion steering leaves the driver with a most acceptable level of assistance, while not insulating him from the vagaries of the road surface. The Lancia stands on wide, low profile 185/65 HR 14 tyres. With all that rubber on the road it would take almost exceptional physical effort to manoeuvre the car at low

speeds. The servo-assistance takes just sufficient resistance out of the steering, but leaves all the elements of directional and road feel that most drivers like to experience through their hands, wrists and arms. There is an all-disc brake system, also servo-assisted. I found that a fair pedal pressure was needed for maximum retardation and the braking is smoothly progressive rather than abrupt. Like most European cars, the Lancia has a reassuring mechanical feel about it on the road. Everything it does is the outcome of direct driver input and this makes for feelings of reassurance, not only for the driver, but also the passengers. If you regard a car as the simplest means of getting from one place to another and drive under sufferance, the 2000 Beta Coupe VX is not for you. Also, your $37,000 will remain intact

until a fraction of it is outlayed on some second, third or fourth-hand rust bucket that will probably satisfy the needs of such a prosaic motorist. For those folk who enjoy their motoring and can afford to indulge in their pleasures, this is a car that will be hard to beat. It handles well, is responsive and, most importantly, is an inherently safe car. Those who appreciate the finer material things that, fortunately craftsmen still produce, would do well not to overlook the Lancia. There is nothing wrong with the furnishings and appointments and, for your $37,000, you get a sliding sunroof. However, an audio system and room for teenagers to stretch their legs when sitting on the back seat are notable omissions.