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Lancia's electric future revealed: all-new Ypsilon, Delta and Aurelia planned

► Lancia previews new design language ► Art sculpture and new logo revealed ► New Ypsilon, Delta and ‘new flagship’ confirmed

While the big-name brands like Fiat, Peugeot, Dodge and Jeep are the cornerstones of the ambitious plans of Carlos Tavares and his Stellantis team, hidden crown jewels in the shape of Alfa Romeo, DS and Lancia are yet to be brought into the open and given their time to shine.

The three upmarket brands have been grouped together into a still-fragile and underfunded group called the Premium Cluster. Why bother with Lancia instead of pulling out all the stops at Alfa? Because while car makers can buy batteries, microchips, tyres, steel and paint readily enough, tradition, heritage and history are not so easily acquired. You either have it or you don’t, and Lancia happens to possess it in bulk.

Trouble is, the heyday of the former style and tech leader is long gone. Customers craving the latest trends have a short memory, and Lancia has been a shadow of its formerly glorious self for so long that the name means nothing, or nothing good, to a lot of people. Under the Fiat umbrella, self-declared experts decided that cars like the Fulvia, Montecarlo, Stratos and Delta Integrale no longer matched the image, which had been in a constant state flux since the ’90s.

As it became more intertwined with Alfa Romeo, Lancia was forced to focus on a luxurious rather than sporty image, and we all know how that ended. The road to oblivion was paved with disasters like Lybra, Kappa, Prisma, Gamma, Zeta and Delta III. But the true nadir came when the brand fell prey to Chrysler, a tragic fate which produced a series of shameful caricatures like Flavia, Thema III and Voyager. The one model that remained true to its original mission throughout its lifetime was the Ypsilon, now built in Poland on an ancient Fiat-Ford platform but still ranking among the three best-selling small cars in Italy.

Lancia’s electric future: the Italianitá revolution

The new term being thrown around is Italianitá, which is about flair, emotion and a positive gut feeling. And it all started with the radical Pu+Ra HPE concept revealed earlier this year.

It’s certainly bold, with a wedge shape clearly influenced by the Stratos but pushed to an extreme that could easily be polarising. Inside, the outlandish user interface is too sophisticated for its own good. The driver environment is fully digitised, with one eye on eventually becoming self-driving, and looks more like a high-end living room than the cockpit of car.

‘All the cues of our new design DNA are already in place – the T-pattern front-end graphics, the trad round tail lights, the flush large-diameter wheels and the airy greenhouse with the wraparound back light,’ says chief designer Jean-Pierre Ploué (pictured below left), ‘not to forget select subtle signature elements which are a nod to the HPE, Stratos and Delta.’

Francesco Colonnese, in charge of business development at Lancia, promises: ‘Our cars will fuse Italian elegance with functional simplicity. Looking back on 116 years of mostly glorious history, we don’t want to be big. But we want to be in the right place with the right products.’

The brand’s largest cult following outside Italy is in Japan. Although the target volumes are relatively small, it therefore seems certain that Lancia will again build right-hand-drive models for Japan, the UK, South Africa and Australia.

Lancia’s first EVs: Ypsilon and Aurelia

‘The first car is the new Ypsilon,’ says Ploué. ‘The proportions are as low as can be, and the shape is quite aerodynamic for a compact hatchback.’ That new hatch is based on the group’s eCMP platform also used by the Vauxhall Mokka Electric , Peugeot 208, DS 3 Crossback and Jeep Avenger , among others. To be assembled in Zaragoza, the future Y sheds its trad sub-compact three-door hatchback body for the roomier proportions of a five-door crossover measuring about four metres in length. Like the Avenger it’ll also be available with mild-hybrid combustion engines for select markets, as well as a full battery-electric version.

Then Lancia will start to capitalise on the group’s upcoming set of STLA platforms , with the STLA Medium architecture (pictured above) providing a solid backbone for the Italian brand’s future models. Medium is designed for family cars, hatchbacks and crossovers and features new lightweight electric motors (with total power outputs topping out at almost 500bhp), and two battery sizes (87 and 104kWh) that are low-cost, high-density and free of nickel and cobalt. STLA Large, meanwhile, is for grand tourers, larger SUVs and performance cars. It has an 800-volt architecture for faster charging, high power outputs (more than 1000bhp is possible with three e-motors) and long range claims. While STLA Large suits the US arm of Stellantis rather well, both Lancia and Alfa are set to benefit, too, including various engineering trickeries such as steer- and brake-by-wire along with lateral, longitudinal and vertical vehicle motion control and a more sophisticated level of automated driving.

Lancia’s first STLA car will be a coupe-SUV, expected to launch in 2026 and likely called Aurelia. The sleek, low-drag eye-catcher shares the STLA Medium architecture with the all-new Peugeot e-3008 . Built in Melfi, the Aurelia is described as a mix between a high five-door coupe and a low five-seat crossover.

Since so much of the hardware will be shared, Alfa and DS will have to use every trick in the book to convince their target buyers that they are offering distinct products. That’s why we expect the Pu+Ra’s key styling features – like the triple-ray front-end graphics and the floating round tail lights – to make it into production.

New Lancia Delta due in 2028; grand tourer on the cards

Although many Lancia aficionados were hoping a new Delta would follow hot on the heels of the Ypsilon, we must wait until 2028 for the reborn icon. Like Gamma, Delta will tap the STLA Medium platform alongside the next-generation Vauxhall Astra , Peugeot 308 and DS 4 . While it will clock in at a similar length to its siblings, insiders expect the Lancia to be wider, lower, bolder, emphatically aerodynamic and aggressively sporty. The trademark flared wheelarches, adaptive air deflectors all-round and a variable-tint coupe-like greenhouse should also be part of the layout.

The driver focus will be emphasised by a four-seat cabin with buckets front and rear, and digital multi-mode instrumentation. A radical, high-performance HF specification will be on offer.

If all goes according to plan, the Gamma – inside Lancia known as New Thema – will complete the range in 2030. Based on the STLA Large components set, this is the sister model of the next-generation Alfa Giulia and Stelvio. If the Thema does materialise, it will probably be an elegant, sporty, sophisticated and rather costly GT/saloon crossbreed designed to compete against the Lucid Air, Tesla Model S and Audi’s new ‘Landjet’ A8 super-limo.

A Thema coupe, shooting brake and even a high-performance off-roader inspired by the Lamborghini Huracan Sterrato are on the drawing board, too.

In its 10-year strategic plan mapped out in 2021, Lancia’s mission talks of ‘effortless electrification with a twist,’ and insists the brand’s ‘highly personalised customer experience needs to be very special.’ We’ve not seen ambition like this from Lancia in years, with a team that’s buoyed by Stellantis backing. ‘We were a team of three and we started from scratch a little over two years ago,’ says Ploué. ‘The mission was to connect the design of the past – one of Lancia’s key legacies – to the design of the future.’

But are we being over-optimistic in thinking Lancia can be revived in this way? Or can an exquisite product portfolio, a charming Italo-centric brand image and a nonconformist approach to design create enough momentum to turn an almost forgotten brand into one strong enough to carve out a niche of its own? We’re inclined to believe that Lancia is in with a chance. Since power, torque and performance are about to become common commodities, differentiation must find new emotional roots, the user experience is bound to play a much bigger role, and even a small car maker can succeed if it ticks enough of those boxes.

In the case of Lancia, it is crucial to exorcise the bugs of the past like ho-hum quality, lacklustre presentation and middle-of-the-road dynamics while simultaneously introducing an intriguing fresh blend of best-in-class charge times, range and consumption fused with a young, sustainable, progressive and highly individual lifestyle.

By Georg Kacher

European editor, secrets uncoverer, futurist, first man behind any wheel

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Curbside Classic: 2002-10 Lancia Phedra & 2011-15 Lancia Voyager – A European Town & Country And An Actual Town & Country

By the 21 st century, Lancia had become little more than a semi-premium marque within the Fiat stable. The Italian company that had once been known for its technical innovation – including developing the first V6 and five-speed manual transmission – was now selling cars that were little more than plush Fiats. The Phedra minivan, therefore, seems a fitting analogue to the Chrysler Town & Country, so much so that it was actually replaced by a rebadged Town & Country.

Fiat had taken over Lancia back in 1969 and quickly worked to share platforms and components between its eponymous division and its newest acquisition. Despite this, Lancias did retain some sense of identity even if they were no more innovative than their Fiat-badged counterparts. The run-of-the-mill Delta begat the wild Integrale, while there were some strikingly-styled executive sedans like the Lybra and Thesis.

(clockwise from top left) Lancia Zeta, Fiat Ulysse, Peugeot 806, Citroen Evasion

Then there was the Zeta, Lancia’s first MPV (minivan). It wasn’t all that unusual to see another rebadged minivan on the market considering Ford, Volkswagen and Seat shared a minivan and Citroen, Peugeot and Fiat had their shared Eurovan. Vincenzo Lancia, however, would probably have been disappointed to see his name used on something so pedestrian. The Lancia was differentiated from the other Eurovans in the same way they were differentiated from each other – minor trim details, a new grille and revised taillights. At least the Zeta was the plushest of the quartet and used only the more powerful engines.

(clockwise from top left) Lancia Phedra, Fiat Ulysse, Peugeot 807, Citroen C8

The second generation of Eurovans were fortunately much more distinguished from each other with unique front and rear end treatments. Although they used the same 111-inch wheelbase, they grew in other directions – around 10 inches in length (to 187  inches in the Lancia), an extra inch in width (to 73 inches) and an extra two inches in height (to 69 inches). They were roughly the same length and height as a short-wheelbase Chrysler Voyager albeit almost six inches narrower. More importantly, the new Eurovans were ever so slightly bigger than their Ford/VW rivals.

Again, Lancia’s version – now called Phedra with Lancia’s move away from Greek letters – was the toniest of the quartet and the most overtly luxurious of any European minivan. It avoided the styling excesses of the challenging Thesis but, aesthetically, it fit in well with the rest of the Lancia range; the second-generation Eurovans had all been styled to fit in much more harmoniously with their respective line-ups.

The Phedra’s interior was resplendent in leather or Alcantara while its suspension tuning was cushy. The Phedra also came well-equipped – satellite navigation, for example, was standard fitment. And like the other Eurovans, the Phedra received a full five stars in Euro NCAP testing thanks to a solid structure and a full complement of side and curtain airbags.

The Phedra sat five, six or seven occupants in comfort. The front seats could be equipped to swivel while the second and third rows could slide, fold or be removed as desired.

Unlike the Zeta, the Phedra used the same base engine as the other Eurovans – a 2.0 16-valve four-cylinder producing 134 hp and 140 ft-lbs. Optional were two common-rail turbodiesels, a 2.0 with 109 hp and 199 ft-lbs and a 2.2 with 128 hp and 232 ft-lbs, the latter available only with a six-speed manual transmission; both 2.0s were available with a four-speed auto or five-speed manual. The flagship engine was a 3.0 V6 with 201 hp and 210 ft-lbs, mated exclusively to a four-speed automatic. All engines were PSA designs.

From 2001 to 2008, 58,000 Fiat Ulysses and 42,000 Phedras were produced. The Phedra was warmly received in its native Italy and less so elsewhere, following the pattern of most modern Lancias.

Lancia’s position within the Fiat fiefdom had, for some time, resembled the Chrysler brand’s within the Chrysler Corporation. With the formation of Fiat Chrysler Automobiles (FCA), one rationalization that was made was to effectively merge the Lancia and Chrysler ranges in Europe. In the UK, Ireland and Russia, the Chrysler brand remained and the Lancia Delta and Ypsilon were badged as Chryslers. Everywhere else, the Chrysler brand was nixed in favor of Lancia. This meant the Chrysler 300 became the Lancia Thema, resurrecting an old name, while the Chrysler 200 convertible dusted off an even older and more cherished name, Flavia. Finally, the Chrysler Grand Voyager – as the Town & Country was known – became the Lancia Voyager in 2011.

The renaming coincided with the Town & Country’s refresh. There was a thoroughly overhauled interior with higher-quality materials, at least in left-hand-drive markets (RHD markets soldiered on with the old interior). The old 3.8 V6 offered in Europe was replaced with the new Pentastar 3.6 V6, producing 279 hp and 254 ft-lbs. All Voyagers came standard with power-folding mirrors and power sliding doors and tailgate, as well as leather seats that were heated in the first two rows. Though there would be no Alcantara trim, the Voyager had a long equipment list befitting a Lancia. And, in a marked contrast to past Voyagers that had performed poorly in crash tests, the Voyager achieved a four-star crash rating with Euro NCAP.

The 3.6 Voyager was destined to be a niche model in diesel-hungry Europe. Much more important to the Chrysler’s Lancia’s success was the carryover 2.8 CRD diesel four-cylinder sourced from VM Motori. The diesel narrowly pipped the much larger V6 in torque (266 ft-lbs vs. 254 ft-lbs), although it produced only 161 hp. Unlike the Phedra, there was no manual transmission available – all Voyagers had a six-speed automatic.

The lack of a manual transmission or a petrol four-cylinder didn’t really hinder the Voyager on the continent, at least compared to the Phedra. It sold about as well as the Phedra had throughout Europe, around 4-6,000 units annually. Alas, this was well below the numbers the Chrysler Voyager had been posting throughout the 1990s and early 2000s. That’s likely due to the absence of a short-wheelbase version, Chrysler having ditched it for the fifth-generation minivan. Immediately after the introduction of the LWB-only fifth-generation model, sales plummeted from 20-40,000 annual units to under 10,000.

Though the Voyager was sized similarly to US-market minivans like the Honda Odyssey and Toyota Sienna, it positively dwarfed European minivans like the defunct Eurovans. A Phedra measured 187 inches long, 73.3 inches wide, and had a 111.1-inch wheelbase. A Voyager, conversely, measured 202.5 inches long, 76.9 inches wide, and had a 121.2-inch wheelbase. On the wide streets and mall parking lots of Dallas and Dubuque, it fit perfectly. On the narrower streets of Naples and Nuremberg, that extra size became a liability. Even though reviews were quite complimentary of the Voyager’s manoeuvrability and handling, sales targets of 11,000 annual units were never met. The best the Voyager could muster each year was half that.

The Voyager was no Lancia but the Phedra had been only marginally more of one, anyway. But this rebadged Chrysler was the least of Lancia’s concerns. FCA management, including CEO Sergio Marchionne, were increasingly blasé about Lancia’s future. Sales had skidded alarmingly in a short space of time – after remaining steady around 110-120,000 annual sales for almost a decade, they dived to 71,223 in 2013. After just a few years of the Lancia-Chrysler experiment, FCA threw in the towel. The Thema, Flavia and Voyager were all axed by 2015, the Chrysler brand withdrawn from the UK and Ireland and the Lancia brand relegated to a single model (the Ypsilon) sold only in Italy.

Perhaps the question isn’t which was more of Lancia but, rather, which was the better premium minivan? Was it the big American with more stretch-out room than everything else on the market, or was it the smaller, PSA-engined van swathed in Alcantara? Neither seemed to be logical heirs to the famous Fulvia and Flavia but if Lancia’s role was to serve as an upscale counterpart to Fiat, it needed an MPV that was fit for the job. Just like Chrysler.

Phedra photographed in Prague, Czech Republic in September 2018. Voyager photographed by the Brandenburg Gate in Berlin, Germany in September 2018.

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20 Comments

I’m actually in Italy right now, and yes, there is a surprising amount of these Lancia Voyagers. I also saw a couple of examples of the Chrysler Grand Voyager, which was pre-Fiat.

In general, there is a fair number of older Chryslers here. Some I’ve seen include the WK1 Grand Cherokee, PT Cruiser, Caliber, and Liberty.

The biggest surprise, though, was a current-generation Chevrolet Impala that edged past me on a narrow Roman street.

Chrysler was quite successful in Europe for several decades. They were a pioneer in the minivan segment, and the swb vans sold very well, and were built in Austria, as was the Jeep GC. The fact that they were built there, and to higher standards, helped them considerably, as well as having diesel engines.

The other models rode on their coat tails.

Chrysler was by far the most successful of the Big Three in Europe from the 90s until recently. But the ever-increased competition from European brands and the lack of a swb van has really dinged them. Of course they’re making it up with the various Jeep models.

When I was in Austria in 1999, the number of Chrysler minivans was an aye-opener. Each time I’ve been back since, the numbers have decreased.

So – the thing that killed Chrysler minivans in Europe was elimination of the SWB version, which was the doing of – Daimler? How ironic.

Only in part. What really killed it is much more competition form the European brands and the decline of the minivan market. The Chrysler minivan was of course the pioneer of the segment in Europe (along with the Renault Espace) as it was in the US. That gave it a huge boost, hence the production in Austria. But the competition obviously wasn’t going to just stand by, hence all the brands soon developed their own van, like these in this post. And all the European vans were a notch smaller, about the length of the swb Chrysler, but with a bit less width. That turned out to be a better package for Europe, so the Chrysler was almost destined to lose market share, as its width was always something of a compromise in Europe.

Which probbaly explains why Chrysler dropped the swb version with the major redo for 2008; by that time the European sales of the swb version were already in decline. DC saw the writing on the wall. I would have made the same decision.

Why? Because of the meteoric rise of CUVs, which have largely destroyed the minivan market both in Europe and the US. It’s a drastically smaller market now in Europe; without looking it up, it may well have shrunk even more than in the US.

European families are also getting smaller (and fewer) and the options are much greater. What really hurt the established minivans (and the Chrysler version) was the growth in passenger versions of the little cargo vans, like the Transit Connect. These simpler, more basic vans are cheaper, and appeal to those young families that want that kind of room. FCA has the Fiat Doblo (Promaster City) in that class.

Even though the SWB minivan was killed off, at the same time they started selling the Journey with a tax-friendly VW 2.0 TDI on it, and it sold quite a bit. I still see them occasionally

It is interesting how stubbornly the two size classes have remained. Narrow body cars do not do well in the US and wide body cars do not do well in many European and Asian markets.

It will be interesting to watch how developing or potentially large markets in places like China and India go – wide or narrow? How those two places go might affect what is available in the coming decades.

Follow the money. That will determine what size gets produced. After such a long time being produced, it seems that there has been no adoption of a “standard’ size, so why keep trying to make one? It seems that simply deciding to go back to the ideas used before “globalization” was the buzz-word, and producing items in the market where they are sold rather than importing/exporting would make more sense. Localization, as it were. Components can always be built anywhere and shipped to where needed, such as engines, transmissions, etc. but the actual models would probably be better designed and built based on where they sell. Narrow, smaller cars in places that buy them, and wider, larger cars where they sell. Import the niche models where needed, but build the “bread and butter” ones locally.

Your observation applies essentially only to vans. Yes, the Europeans generally prefer more space efficient vans/MPVs, for obvious reasons, as they are popular with young families and they just don’t like such a large van.

But in other classes, I don’t see it. The CUVs are largely global now. There are so many classes of CUVs, and we pretty much have them all here now too. The Buick Encore (Opel Mokka) is a a good example, as it’s quite narrow but sells well here. There’s others too. The Japanese CUVs sell well on all continents, especially the Nissans.

And the bigger SUVs like the Mercedes and BMWs and Audisand Jeeps sell well on both continents.

And of course the German premium brands have been selling a full range of sedans on all the continents for many decades.

I’d say it’s limited to just a few body styles, mainly the vans. In Europe, they’re still actual minivans; in the US they’re now full size vans.

I’ve gotta say, I really like how those big wheels (I’m guessing 20s) look on that street parked Lancia Voyager. Gives a ho-hum minivan a little bit of presence, in my eyes.

@MagnumSRT8Brian: I logged in to say the same thing. I would loooove to rock a Lancia Voyager here in the States, it would mess with so many people’s minds.

But that van has some serious presence.

The only expensive things would be the wheels and the steering wheel airbag, otherwise it’s perfectly possible to just get a T&C and do it, would look great

That Phedra interior is awfully nice! Comparing it to the Voyager’s interior, on the other hand, is depressing. To answer your final question, my vote would go to the Phedra for the better European premium minivan… in North America, where big cars are more practical, I might not make that choice, but in Europe, the Phedra would win hands-down.

+1 on the Phedra’s interior. It looks like I imagines a Lancia should look.

I often find the badge engineering that goes on between European makes passenger and commercial vans a bit amusing. I really wanted a Renault, but I’m getting a Fiat, whether I like it or not…

Imagine if we did this in the States? Maybe I could get a new Chevy Venture, disguised as a Dodge Grand Caravan…

Well, for awhile there you could get a Nissan commercial van disguised as a Chevy, and a Dodge Grand Caravan disguised as a Volkswagen.

But nothing like the platform sharing that goes on across the pond, that’s for sure.

Don’t forget the Mercury Villager & Nissan Quest! These vans are awfully thin on the road now too!

Go to my old neighbourhood in Manhattan. Even just last year, you were guaranteed to see one on every block.

Voyager–it’s the Lancia of minivans!

Well : just in Brazil your beloved Dodge Journey is rebadged Fiat Freemont for regular market .

In Europe it is too, and with a Diesel!

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Lancia Voyager Is Down on the European Street

Vincenzo Lancia may yet rise from his grave and crush all these badge-engineering abominations.

The venerable Italian brand —bought by Fiat in 1969 and gradually bleeding out since the 1990s—is being relaunched as an all-electric marque and may well regain its former glory .

To tell that story later on, though, we need to take a look at Lancia's low point: the 2010s. That's when the purchase of Chrysler by Fiat led to Chrysler minivans with Lancia badging. I spotted a Lancia Voyager parked on the not-so-mean streets of Luxembourg City recently.

The Voyager wasn't the only Chrysler product sold in Europe with Lancia badges; the Chrysler 300 sedan became the Lancia Thema II on that side of the ocean as well, joined by the Chrysler 200 convertible with Flavia badging .

If you think American Chrysler purists were angry about the Fiat-derived Dodge Dart , just imagine the rage that European Lancia purists felt over the Voyager and Thema II. Meanwhile, Saab badges were going onto Chevy Trailblazers and Nissan Frontiers were being sold as Suzukis , proof that the world had gone completely mad.

The Voyager name has gone on many vehicles over the decades, including a Royal Navy destroyer in 1918 , a Mercury station wagon in 1957-1958, the first aircraft to fly nonstop and unrefueled around the world , various Kawasaki motorcycles since 1979 , the most-traveled vehicles in human history and, of course, the original K-car-based Plymouth Voyager minivan . After Plymouth got the axe in 2001, Chrysler badges were hurriedly pasted on US-market Voyagers for a couple of years.

The Chrysler Town & Country was sold in Europe as the Grand Voyager , and I managed to find one of those vans in Esch-sur-Alzette , the heart of Luxembourg's once-thriving steel industry. Just to keep things interesting in the far-flung Chrysler Minivan Empire, Volkswagen took a shot at selling thinly disguised Dodge Caravans as Routans in North America.

The Lancia Voyager was sold just for the 2011 through 2015 model years, after which the Ypsilon became the only Lancia model available anywhere .

Life is a trip. Never travel alone. And good luck parking it in a thousand-year-old European town!

Ontdek het nieuwe Lancia .

Fit the entire band inside.

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LANCIA YPSILON EDIZIONE LIMITATA CASSINA

Cassina and Lancia, bonded by their iconic Italian heritage, share a commitment to innovation rooted in tradition and the pursuit of new creative directions. Their joint focus on sustainable and electric mobility underlines a drive for excellence, emphasizing quality, durability, and the use of circular materials. This approach is about shaping a future that pays homage to their storied past.

Limited edition '1 of 1906'

100% electric and limited 1906 numbered and certified units, the LANCIA YPSILON EDIZIONE LIMITATA CASSINA is the pioneering model of the Lancia Renaissance.

The pure geometry of a radical icon.

The Lancia Ypsilon is defined by the iconic rear LED lights, a clear homage to the brand's radical spirit and the legendary Lancia Stratos, an icon in the rally world. These lights frame the new Lancia logo, inspired by a font reminiscent of Italy's fashion excellence, closely linked to our brand's legacy. A novel design feature is the addition of the letter 'Y', horizontally integrated within the lights' circles.

A 'SALA' of your own for a unique on-board experience

Lancia's future is built on intuitive and effortless technology to provide a constant sense of well-being on board. The innovative S.A.L.A. (Sound Air Light Augmentation) infotainment is a cornerstone of Lancia technology, a key element in achieving superior comfort and an immersive, comprehensive onboard experience. S.A.L.A. is a fully customizable system based on widgets, equipped with two standard HD screens and a centralized control panel for audio, climate, and lighting. It enables you to tailor the car's atmosphere effortlessly, either with a simple gesture or your voice.

100% electric

The first full electric car of Lancia’s New Era. Range up to 403km* (WLTP combined). State-of-the-art charging times and solutions  thanks to the collaboration with Free2Move Charge.

Legal disclaimer

*Electric energy consumption for the Lancia Ypsilon full electric range is 14.3-14.6 kWh/100 km; CO2 emissions are 0 g/km. The driving range for the Lancia Ypsilon full electric varies between 403-394 km. Values have been approved in accordance with the WLTP weighted cycle (EU Regulation 2018/1832). The specified values for fuel consumption and CO2 emissions are measured by the manufacturer during pre-approval testing, as per the WLTP protocol (EU Regulation 2018/1832), and are subject to modification following final certification. Actual electric energy consumption, CO2 emissions, and electric range can differ and vary based on usage conditions and several factors, including optional features, the frequency of electric charging relative to miles driven, ambient temperature, driving habits, speed, overall weight, and the use of specific equipment (such as air conditioning, heating, radio, navigation, lighting, etc.). Tyre type and condition, road conditions, and external weather conditions can also influence these values.

Specs for all generations of Lancia Voyager

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Lancia Voyager

Saying “ Lancia Voyager ” is going to take some getting used to, especially for the US market but luckily they get to keep the original. The Voyager model rounds out Lancia ’s offering at the 2011 Frankfurt Motor Show after the Flavia Cabrio, Thema and the updated versions of the Ypsilon and Delta.

The new Lancia Voyager is much like the Thema in terms of being a rebadged Chrysler, and the Italian brand can once again be thankful that the American lineup is providing some essential models to their range – talk about throwing a lifeline.

With minimal changes to the design and interior finishes, the Voyager comes with the 3. 6-litre V6 Pentastar engine with 287 hp, and a 2. 8-litre diesel with 163 hp. The diesel gets decent fuel economy figures, stated to be 7. 9 l/100 km and and the petrol comes with a six-speed automatic transmission. On the inside we get standard Nappa leather seats, heated steering wheel, LED lights and Uconnect multimedia system. An optional nine-inch screen is available for the rear passengers. Making itself a truly luxury brand, Lancia has leaned heavily on the Chrysler lineup and we’ll be curious to see how things pan out in the future, especially for the Voyager .

The name says it all really, and this is one impressive MPV. But will it work for Europe? It’s on the big side of things, and certainly to American tastes but we guess if you’ve got a large garage and a guaranteed parking spot at work on the old continent, it could do rather nicely. When does Lancia go with the “thank you Chrysler” press release?

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