Lancia
is diverting on a fresh new course in terms of promotion and
brand identity under Fiat Auto. Ever since the 1990's,
Lancia has played the lesser role within Fiat Auto's
marketing strategy - hit
hard by the parent company's financial troubles. The fact
that
development of new Fiat, Alfa Romeo and light commercial (LCV)
models has taken precedence over expanding Lancia's (rather
narrow) lineup has also marred Lancia's situation. Although the current model range is
relatively youthful (the eldest model being the Thesis,
displayed for the first time at the 2001 Geneva Motor Show
and going on sale in mid-2002), this does not tell the full
story, for when Sergio Marchionne took personal charge of
Fiat Auto in February this year, Lancia had no new projects
officially signed-off for production. Given the extensive
lead times involved in developing new cars, this was not a
promising sign for the 99-year-old marque. It is this fact
which makes the recent industrial plan such a pleasant
surprise, as it displays a clear recognition of the
fundamental value of the Lancia brand to Fiat's future.
Lancia's neglect had started under Fiat CEO Paolo Canterella
stewardship - the Italian always having little interest in
the brand - while matters in fact got worse under Herbert
Demel's brief tenure as the Austrian planned to kill off
Lancia completely, a decision which was overruled at the
time by the Fiat Group CEO, Sergio Marchionne. The runaway
success of the latest Ypsilon model - which arrived two
years ago - helped the brand to survive and 'tick over'
during its wilderness years, while against the odds, sales starting to grind upwards. Marchionne let it be known
that he
valued the Lancia brand name, and once the dynamic
Italian-Canadian assumed responsibility for the Auto
Division, its importance seemed to be slightly more assured.
Marchionne's plan, presented in early August
to the government and unions, includes 23 new models and 20
facelifts, which have either been confirmed or are yet to be
announced for production between now and 2008. Three of
these are surprising brand-new additions
to the Lancia range and three are facelifts of existing
Lancia
models. This means that by the end of 2007 the entire Lancia
product range (with the exception of the Thesis flagship)
will have been newly launched or facelifted within a
two-year period.
MARCHIONNE SETS A NEW DEVELOPMENT STRATEGY FOR LANCIA
Although Fiat
has been fighting back, slashing losses and launching an
array of new models, it is fair to say that the amount of
resources allocated to the development of these new Lancias
is still quite limited. As a result, Marchionne’s plan
revolves around revitalising Lancia with a minimum of extra
investment by deriving the new products from mainstream
Fiats. It is believed that Marchionne has multiple goals
with this new-model offensive – not only to boost Lancia’s
performance across Europe (more than 80% of Lancias are
currently sold in Italy), but to try to make use of
underused capacity and avoid plant closures.
One of the
highlights for Fiat Auto over the past couple of years has
been Lancia’s revival in the sales charts. Spearheaded by
the Ypsilon 'supermini' and Musa 'mini-MPV', Lancia’s sales
have consistently improved year-on-year, proving that
despite the lack of investment the brand itself is still
strong and a worthwhile asset for Fiat to nurture and
develop in coming years. Although developed on a shoestring
budget of just 60 million euros, the Musa is a good example
of the way in which the low-cost, high-return revival plan
has been successfully implemented. Taking the Fiat Idea as a
starting point, the design team found centrally-mounted
instruments (as on the Ypsilon) already in place, while the
exterior (especially in profile) offered, in the words of
Marco Tencone (chief exterior designer on the Musa), “a lot
that lent itself to ‘Lanciarisation’”. Whilst Idea sales are
lagging slightly below expectations, the Musa has
outperformed sales targets, selling nearly 20,000 units in
the first six months of this year against a goal of 30,000
for the full year.
LANCIA'S FIRST SUV ON THE WAY
Following
this success, the next product to undergo such
‘Lanciarisation’ is the forthcoming Fiat Sedici
‘crossover’. This announcement came as a particular
surprise, as there had been no inkling of such a project
prior to the presentation. The Fiat Sedici is expected to
use 1.5 (99bhp) and
1.6 (107bhp) petrol engines developed by Suzuki, along with
the new 120bhp 1.9 8V and 150bhp 16V Multijet diesels
(already found in the Alfa 147, 159 and Fiat Croma) coupled
to a six-speed manual or automatic gearbox. In a similar
fashion to the Musa, the Lancia variant is expected to
forego the smallest-capacity option, in this case the 1.5
petrol, in keeping with the brand’s more upmarket
positioning.
This crossover
is expected to debut in 2006, while also on the cards for
the marque’s centenary next year is a facelift for the
Ypsilon.
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Sergio Marchionne's new blueprint for Lancia's
long-term future calls for a facelift of the Ypsilon
(top) next year, with the Phedra MPV (above)
receiving similar treatment in
2007 |
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Lancia will re-engineer
the imminent Fiat-Suzuki 'crossover' 4x4, to create
a distinct brand vehicle, building on the success of
the Musa, which itself is based on the
Fiat Idea |
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The 'Fulvietta' concept
car stunned onlookers on its debut at the Frankfurt
IAA two years ago - and caused widespread dismay
when the project was shelved - now the project is
being reconsidered to give Lancia a prestige 'niche'
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Although few details are known at this stage, it
can be expected that it will share styling cues with the Musa facelift, at this stage pencilled in for 2007, given
that the two share many basic design details (including
identical headlamps) and the fact that this family likeness
has been key in building Lancia’s brand image and equity. At
the same time, a facelift for the full-size Phedra MPV will
allow it to remain competitive in the face of forthcoming
strong opposition, not only from Renault’s existing Grand
Espace, but new market entrants including Mercedes-Benz
(with its R-Class) and BMW (V5). Despite this, the Phedra V6
is soon to be discontinued in December.
LONG AWAITED NEW DELTA MODEL SET TO ARRIVE IN TWO YEARS
The big news for
Lancia in 2007, however, will be the launch of the
third-generation Delta, a car eagerly awaited by fans of the
marque ever since the passing of the last generation in
1999. To share the platform and basic suspension layout of
the 2006 Fiat Stilo (itself a development of the current
Stilo’s CDH spaceframe chassis), it looks set to be built
alongside it at the highly-automated Cassino plant under the
supervision of Austrian engineering giant Magna Steyr,
increasing viability and spreading risk. In-line with market
trends, diesels are expected to figure prominently in the
new car’s engine range, with the 1.9 Multijet in
newly-launched 120bhp and 150bhp Euro 4 versions expected to
account for a significant chunk of sales. The car is
rumoured to overlap C- and D-segments (in the process
creating a de facto replacement for the Lybra), and its
design will combine elegant and stylish design cues with a
sporting brief, in similar fashion to the widely-acclaimed
2003 Granturismo Stilnovo concept car. This return to
sporting values reiterates a point outlined in no uncertain
terms by the aggressively-detailed Ypsilon Sport concept car
unveiled at Geneva this year.
STUNNING FULVIA
CONCEPT SET TO RECEIVE THE GREEN LIGHT
Fortunately for
fans of Lancia’s proud competition heritage, this change in
focus does not end there. Speculation has surrounded the
image-building ‘niche’ product outlined in Marchionne’s
plan, with many observers believing it to be a resurrection
of the ‘Fulvietta’ concept which was first displayed at the
Frankfurt IAA in September 2003. That particular car was
based on a Fiat Barchetta platform and although major
efforts were made to put the car into production, the plan
ultimately fell through as a result of financial issues,
coupled to problems being faced at the time by coachbuilder
Maggiora (who were slated to build the car alongside the
Barchetta).
It is known that
some time after the pin was officially pulled on the Fulvia,
Lancia submitted a modified proposal which saw the Fulvia
going into production on either a modified Stilo spaceframe
chassis, or alternatively, that of the new Grande Punto.
Although these plans, too, fell through, it is plausible to
expect that any future resurrection of the Fulvia project
would be on the all-new 199 platform, as this should offer a
greater ability to provide the levels of ride and handling
demanded in today’s marketplace than the ageing (albeit
still capable) Barchetta chassis. Whatever happens, it is
certain that the principles which guided the original
concept will remain – light weight, a focus on the driver,
and above all, a pure relationship between driver and car
uncorrupted by so-called ‘driver aids’.
It might have
been a tough few years for the famous Turin carmaker, but as
it approaches its centenary, the prospects for Lancia
are looking up. In a world where styling is playing an
increasing role in car buying trends, Lancia’s traditional
blend of beauty, elegance, modernity and distinctiveness – evidenced
by both the current range, as well as concepts such as the
Stilnovo and Fulvia – is a priceless asset which offers much
scope for development of the marque. With a rediscovery of
its sporting genes as well, the future seems bright for one
of motoring’s most noble names.
by Shant
Fabricatorian
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