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Lancia Thesis   3.0 V6 Comfotronic Emblema

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Lancia Thesis   2.4 20V Multijet Comfortronic Emblema (136kW)

Lancia thesis   2.4 20v emblema, euro 4, lmf, szh, leder.

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Lancia Thesis   3.0 V6 Comfotronic Executive

Lancia Thesis   3.0 V6 24V aut. Executive

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Lancia Thesis

• überragender Fahrkomfort
• sehr selten
• hochwertige Innenausstattung
• sehr hoher Verbrauch
• schlechter Wiederverkaufswert
• erfüllt nur Euro 3

Lancia Thesis im Überblick

Finde hier einen umfassenden Überblick über das Auto Lancia Thesis, einschließlich Details über die wichtigsten Merkmale, Motorisierung, Ausstattung und weitere nützliche Informationen rund um das Automodell. Weiterlesen

Design-Ikone aus Italien

Lancia gehört zum Fiat-Konzern und sollte ab der Jahrtausendwende die Produktion sportlicher und extravaganter Modelle übernehmen. Das gelang mit der viertürigen Stufenhecklimousine Thesis auf überragende Art und Weise. Weiterlesen

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Gute Gründe

• Der Lancia Thesis bietet sich für anspruchsvolle Kunden an, die auf dem Preisniveau der oberen Mittelklasse die Komforteigenschaften der Oberklasse erwarten.
• Bei dem Modell handelt es sich um ein sehenswertes Luxusauto.
• Es steht eine Vielzahl an Ausstattungsmöglichkeiten bis hin zu Chauffeurfahrzeug zur Verfügung.
• Der Lancia überzeugt mit einer intuitiven Bedienbarkeit.

Motorisierung

Das Einstiegsmodell des Lancia Thesis besaß einen 2,0-Liter-Turbo-Benzinmotor mit einer Leistung von 185 PS oder einen 2,4-Liter-Motor mit 170 PS. Das Spitzenmodell, das eine Höchstgeschwindigkeit von 240 km/h erreichte, war mit einem V6-Motor ausgestattet. Die Multijet-Triebwerke der Dieselversionen stammten von Fiat. Selbst das leistungsschwächste Modell verfügte über 150 PS.

Das Fünfgang-Automatikgetriebe war serienmäßig in den V6-Modellen verbaut, optional war es auch für das Benziner-Einstiegsmodell verfügbar. Ansonsten wurden die Motoren mit einem Sechsgang-Schaltgetriebe angetrieben. Obwohl viele technische Innovationen realisiert werden konnten, ließ sich das Perfektionsniveau des direkten Konkurrenten, der Mercedes E-Klasse, nicht erreichen.

Das spezielle Radaufhängungs-Konzept mit einer Mehrlenkeraufhängung vorn und einer Einzelradaufhängung hinten ermöglichte optimale seitliche Führungskräfte, ideale Abrolleigenschaften sowie eine vibrationsfreie und präzise Lenkung. Auch ein Anti-Dive-Effekt kam, der starke Wankbewegungen in Brems- und Beschleunigungsvorgängen verhindert, kam so zustande. Die adaptiven Dämpfer kamen von Mannesmann Sachs. Das sogenannte Skyhook-System dieses Herstellers wurde weltweit in nur wenigen Luxuswagen genutzt, so zum Beispiel im Maserati Spyder. Das System gleicht vertikale Bewegungen des Fahrzeugbaus nahezu vollständig aus. Durch die permanente Eingriffsmöglichkeit in die Dämpferregelung musste kein Kompromiss mehr zwischen Fahrsicherheit und -komfort eingegangen werden.

Abmessungen

Der Lancia Thesis kommt mit einer Länge von 4,9 Metern daher. Die Breite des Modells beträgt 1,83 Meter, die Höhe liegt bei 1,47 Metern. Der Kofferraum hat ein Volumen von 480 Litern und ist daher recht klein. Der Fünfsitzer verbraucht innerorts 15,2 Liter auf 100 Kilometern. Außerorts liegt der Verbrauch bei 8,3 Litern. Ein Anhänger lässt sich mit dem Lancia Thesis nicht transportieren.

Neben dem Basismodell Executive gab es noch die höhere Ausstattungsvariante Emblema . Die einzelnen Varianten waren mit vier verschiedenen Motorisierungen erhältlich.

Als Abschiedsmodell erschien im Jahr 2009 die „Ultima Edizione“ . Diese Modellreihe war auf 35 Exemplare limitiert und nur bis Juni 2009 bestellbar. Die Sportiva-Variante besaß ein rotes Poltrona Frau-Lederinterieur, die Emblema-Variante eines in beige. Alte Ultima Edizione-Fahrzeuge waren in Donatello Schwarz lackiert. Einige besondere Ausstattungsmerkmale, wie Nebelscheinwerfer, ein Skisack, Parksensoren, eine Multi-Zonen-Klimaautomatik und ein Bose-Soundsystem mit sechsfach CD-Wechsler gehörten serienmäßig dazu.

Besonders bekannt war der Lancia Thesis als gepanzerte Version des italienischen Staatspräsidenten bei Auftritten außerhalb Italiens. Hier machte sich vor allem die Nutzungsmöglichkeit als Chauffeurfahrzeug bezahlt. Neben einem integrierten Telefon konnte auch das elektrische Sonnenrollo an der Heckscheibe vom Fond aus bedient werden. Außerdem waren die Seitenscheiben dunkel getönt.

Preislich war der Thesis gut aufgestellt: Gemessen an seiner Ausstattung spielte er in der Liga von Oberklasse-Fahrzeugen, preislich lag er hingegen in der oberen Mittelklasse. Die letzten Neupreise lagen zwischen 34.600 Euro für die Basisversion und 52.900 Euro für das Topmodell der Ultima Edizione-Baureihe .

Der schlechte Wiederverkaufswert spiegelt sich bei den wenigen verfügbaren Gebrauchtwagen wider. Die wenigen Angebote befinden sich im Preisrahmen um 7.000 Euro.

Jährlich werden Unterhaltungskosten von etwa 1.260 Euro fällig: 121 Euro davon für die Kfz-Steuer sowie 480 bzw. 660 Euro für die Haftpflicht- und Vollkaskoversicherung. Insgesamt sind die Kosten also nicht überdurchschnittlich hoch, vor allem die Versicherungskosten sind aber von einigen Faktoren abhängig, die den Preis unter Umständen auch in die Höhe treiben können.

Die klassischen Limousinen aus der Thesis-Reihe waren am trapezförmigen Kühlergrill und den extravaganten Heckleuchten , die unter Klarglas in einem schmalen Schlitz versteckt waren, erkennbar. Serienmäßig dunkle Lackierungen und eine Vielzahl an Chrom-Elementen unterstreichen die Exklusivität des Fahrzeugs. Die edle Konzeption mit getönten Fond- und Heckscheiben bestätigen den luxuriösen und mächtigen Eindruck des Lancia Thesis.

Typischerweise wurde die Serienausstattung mit hochwertigen Sitzmaterialien und Holzapplikationen umgesetzt. Die zugfreie Klimaautomatik war als Zwei- oder Multi-Zonen-Variante erhältlich. Entweder waren verschiedene Einstellungen auf der Fahrer- und Beifahrerseite möglich oder sogar separat im Fond-Bereich. Während die elektrische Höhen- und Lehnenneigungsverstellung nur für die komfortablen Vordersitze möglich war, konnten alle Sitze im Fahrzeug beheizt oder belüftet werden. Durch Hohlräume mit unterschiedlichen Luftdruckwerten wurde eine Formanpassung möglich gemacht und in jedem Sitz war ein Massage-Modul verbaut.

Beim Öffnen der Türen der Topversion fahren das Lenkrad und der Sitz etwa 5 Zentimeter zurück, um das Ein- und Aussteigen zu erleichtern. Die lederartigen Kunststoffoberflächen sind mit hochwertigem Mahagoni-Holz verziert. Die Oberfläche der Mittelkonsole besteht aus Magnesium, was zu einer einzigartigen und hochwertigen Haptik führt.

Schon in der Serienausstattung der Basismodelle wurde viel Wert auf die Sicherheit der Passagiere gelegt . So gab es eine ESP inklusive Bremsassistenten, und einen adaptiven Radar-Tempomaten. Zur umfassenden passiven Sicherheitsausstattung gehörten ebenso zwei Frontairbags mit unfallabhängiger Auslöseintensität, vier Seitenairbags sowie zwei Windowbags zur Abdeckung der gesamten seitlichen Fensterflanken. Die großdimensionierten Kopfstützen sorgen in Kombination mit den Dreipunktautomatikgurten inklusive Gurtstraffern für eine sichere Sitzposition.

Einschlagssichere Scheiben und eine Deadlock-Regelung, die alle Hebelsysteme der Türschlösser deaktiviert und ein Aufbrechen somit unmöglich macht, gewährleisten einen hohen Standard an Diebstahlsicherung . Auch die Bi-Xenon-Scheinwerfer bringen durch die doppelte Lichtstärke für Abblend- und Fernlicht ein enormes Plus an Sicherheit mit sich. Die Heckleuchten aus 30 Leuchtdioden überzeugen durch eine Energieersparnis von 60 % und ein schnelles Ansprechverhalten des Bremslichts.

Alternativen

Im Programm des italienischen Herstellers befand sich auch eine etwas kompaktere Kombilimousine: Der Lancia Delta wurde zwar nur bis 1994 produziert, für Motorsportinteressierte sind aber besonders die Versionen der Serienmodelle von Bedeutung. Diese fungierten als Grundlage für Umbauten zu Sportwagen. Je nach Ausstattungs- oder Umbauvariante liegen die Preise zwischen 50.000 und 175.000 Euro.

Beim Thema Sportwagen ist der Fiat Coupé nicht zu vernachlässigen. Eine Höchstgeschwindigkeit von 250 km/h und eine Beschleunigung von 0 auf 100 km/h in 6,9 Sekunden machen dieses Fahrzeug zu einer etwas sportlicheren Alternative mit weniger Komfortausstattung. In der oberen Mittelklasse befindet sich auch der Citroen C6 . Nach der Vorstellung auf dem Genfer Auto Salon 2006 wurde die Produktion zwar nur bis 2012 fortgesetzt, allerdings überraschte das Fahrzeug mit zahlreichen Neuerungen. So gab es ein Head-Up-Display, das die Geschwindigkeitsanzeige in die Windschutzscheibe spiegelt.

Weiterführende Links im Überblick

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Yaroslav Bozhdynsky's Personal Website

Lancia thesis.

2001-2009 Lancia Thesis Designed by: Michael Vernon Robinson at Centro Stile Lancia. Interior design Flavio  Manzoni. Tipo 841 Number made: 16,718 approx.

First VIN ZLA84100000000997 Vehicle: 00000015 Prod. date: 20/2/2001

Last VIN ZLA84100000018789 Vehicle: 00016718 Prod. date: 10/3/2009

Concepts and prototypes:

https://www.collectorcarads.com/Lancia-Stola-S85/59164

“only 3 cars built” (One for Pope was the Giubileo not Stola)

Limited Editions:

‘Bicolore’ or ‘Unique’ 2004.

Thesis ‘Bicolore’ for sale on Autoscout24

Centenario Elegante ‘Premier’ (2006-2007) For 2006 and  2007 Venice Film Festival. 20-40 made. 115.599.0.0 – 2.4 JTD 20V 175CV 129KW E4 CAE S.S. CENTENARIO ELEGANTE 401 Rosso Vienna Black centre console tunnel sides and carpets 4J1 ‘bicolore’ option code (Grigio Palladio and Grigio Alfieri) flagpoles on front mudguards https://www.thesisclub.it/?page_id=67

Centenario Elegante, 100th anniversary (2006). Silver-grey two tone, red leather or Rossini grey-brown two tone, Cuoio Havana leather 115.599.0.0 – 2.4 JTD 20V 175CV 129KW E4 CAE S.S. CENTENARIO ELEGANTE 401 Rosso Vienna 4J1 ‘bicolore’ option code (Grigio Palladio and Grigio Alfieri) Black centre console tunnel sides and carpets

Thesis Centenario Sportiva for sale on Autoscout24

Centenario Sportiva, 100th anniversary (2006). Black or Silver, red leather. 115.499.0.0 – 2.4 JTD 20V 175CV 129KW E4 CAE S.S. CENTENARIO SPORTIVA 401 Rosso Vienna Grigio Palladio or Nero Donatello Black centre console tunnel sides and carpets

S.T. Dupont , french market (2007). 115.599.0.0 – 2.4 JTD 20V 175CV 129KW E4 CAE S.S. CENTENARIO ELEGANTE 690A Grigio Rossini Met. 495 Cuoio Havana Poltrona Frau Black centre console tunnel sides and carpets

Limited Edition 2007 115.599.0.0 – 2.4 JTD 20V 175CV 129KW E4 CAE S.S. CENTENARIO ELEGANTE 690A Grigio Rossini Met. 495 Cuoio Havana Poltrona Frau Black centre console tunnel sides and carpets

Versions 115.265.0.0 – 2.4 JTD 10V C.M. 6M ALLESTIMENTO AZIENDE 115.363.0.0 – 2.4 JTD 5C 20V 175CV 120KW C.M. F40 EXECUTIVE 115.363.0.1 – 2.4 JTD 5C 20V 163CV 129KW C.M. F40 EX-DEPOTENZIATO 115.364.0.0 – 2.4 BZ. 5C 20V C.M. LS 115.365.0.0 – 2.4 JTD 10V C.M. 6M LS 115.368.0.0 – 2.0 TB.BZ. SOFT 6M LS 115.372.0.0 – 3.2 BZ. V6 24V CAE CF4 LS 115.373.0.0 – 2.4 JTD 20V 175CV 120KW CAE EXECUTIVE 115.373.0.1 – 2.4 JTD 20V 163CV 120KW CAE EXECUTIVE-DEPOTENZIATO 115.374.0.0 – 2.4 BZ 20V C.A. AISIN LS E3 170CV 115.376.0.0 – 3.0 BZ. V6 24V CAE LS 115.379.0.0 – 2.4 JTD 20V 175CV 129KW E4 CAE EXECUTIVE 115.463.0.0 – 2.4 JTD 5C 20V 175CV 120KW C.M. F40 EMBLEMA 115.463.0.1 – 2.4JTD 5C 20V 163CV 120KW C.M. F40 EMBLEMA-DEPOTENZIATO 115.464.0.0 – 2.4 BZ. 5C 20V C.M. LX 115.465.0.0 – 2.4 JTD 10V C.M. 6M LX 115.468.0.0 – 2.0 TB.BZ. SOFT 6M LX 115.472.0.0 – 3.2 BZ V6 24V CAE. CF4 LX 115.473.0.0 – 2.4 JTD 20V 175CV 120KW CAE EMBLEMA 115.473.0.1 – 2.4 JTD 20V 163CV 120KW CAE EMBLEMA-DEPOTENZIATO 115.474.0.0 – 2.4 BZ 20V CA. AISIN LX E3 170CV 115.476.0.0 – 3.0 BZ. V6 24V CAE LX 115.479.0.0 – 2.4 JTD 20V 175CV 129KW E4 CAE EMBLEMA 115.499.0.0 – 2.4 JTD 20V 175CV 129KW E4 CAE S.S. CENTENARIO SPORTIVA 115.599.0.0 – 2.4 JTD 20V 175CV 129KW E4 CAE S.S. CENTENARIO ELEGANTE 115.772.0.0 – 3.2 BZ. V6 24V CAE CF4 BLINDATA B4K – 5POSTI 115.872.0.0 – 3.2 BZ V6 24V CAE CF4 BLINDATA B4-5POSTI 115.876.0.0 – 3.0 BZ. V6 24V CAE BLINDATA B4 115.972.0.0 – 3.2 BZ V6 24V CAE CF4 BLINDATA B6-5POSTI 115.976.0.0 – 3.0 BZ. V6 24V CAE BLINDATA B6

Interior codes:

Exterior colour codes:

Press releases

Lancia at the 67th Turin International Motor Show, 20 April 1998

https://www.lanciapress.com/press/article/2927

Dialogos: see and touch the future Lancia shows us the future of élite motoring at the Turin Motor Show. An imminent future, destined to take shape on the next models produced by the brand. Lancia has decided to show us the future instead of tell us about it: all the innovations can be seen and touched on the stand. They are all packed into a concept car, which has been named the Lancia Dialogos. The name describes a car able to receive signals and decode them. To adapt to changing user characteristics and requirements, to set up a new, different dialogue and relationship between man and machine. This is the philosophy behind the ‘biodynamic car’. Its aim is to update Lancia’s original mission – to build prestigious, distinguished, comfortable cars – for the new millennium. Not merely a vehicle to be driven, but a place to live. A space where material is used to ensure wellbeing and good looks. A passenger compartment conceived as an ideal microclimate and living room where one is free to enjoy stress-free driving. Dialogos is the result of taking Lancia’s extraordinary heritage to the next logical stage. To explore future worlds, where technology makes every dream come true. We chose to limit ourselves to solutions which will really be applied to standard production cars: solutions that meet new yet stringent design criteria. The car admired by visitors to the Lancia stand is a paradox: it takes its inspiration from tradition yet points to the future. The result is a big, five-metre long deluxe car with retro hints: high front, long bonnet, upturned wedge-shaped profile. These hints are immediately denied by an interplay of smooth curves and rounded edges, that speaks a completely new and appealing stylistic language. The Dialogos immediately opens its doors to passengers approaching with their personal Ego Cards in hand. The doors open book-fashion as on the Aurelia and Appia; the technology required to design a car without a central pillar but still able to pass today’s severe crash tests can only be imagined. Through the doors lies a roomy, comfortable and relaxing lounge. After all, the ideal of every journey is to feel at home, surrounded by an environment we like, among things arranged the way we want them. So the front seats turn outward through 90° to allow the driver and passenger to sit down, before returning to their original position. The car recognises people by means of their Ego Card personal keys and adapts to their habits, life styles and driving styles: left hand drive or right hand drive, steering wheel and pedal unit, climate control, light distribution and intensity – and sound. Conventional seats have been replaced by armchairs. These mould themselves around the body. Ventilation and lighting of the preferred colour and intensity are diffused through breathable trim. As we wallow in an environment of wrap-around, continuous forms, our senses are soothed by wood that is soft to the touch, chamois leather, cashmere and relaxing images from three screens on a facia. Yet the facia is not in the normal place, but tucked away at the bottom where it cannot get in the way. Now all we have to do is insert our Ego Card in its slot and press to start the car. The car interior lights up by itself (a little touch of magic). Information on the screens and the cruise control is controlled by a joystick similar to a TV remote control. The car also reacts dynamically according to the preferences of the driver: suspension setting, drive torque distribution over both axles, degree of oversteer etc. An anticollision radar is in operation and hidden TV cameras ensure a perfect 180° rear view with no blind spots. The headlamps automatically adapt light beam intensity to external conditions. When the car stops, the front seats can be turned through 180° so that the passengers can chat or work face to face. Screens and keyboards, minibar, table and document holders can appear at will from the clean, uncluttered lines of the interior. All this and more make up the Dialogos. Before we go on, it is worth considering the principles that inspired the designers responsible for Lancia’s concept car.

A new relationship with the car This élite car for the third millennium will overturn a commonly held misconception: that wealth means owning flashy, costly items. In today’s society (and this will be even more true in tomorrow’s world), true luxury means no obstacles to the satisfaction of one’s desires and needs. This means doors swinging open at our approach and nothing standing in the way of our communication with technology. Be it navigator, radio, climate control system or screen, we should not have to adapt to the way it works. Instead the instrument interface should adapt to us. This also means being able to live in an environment attuned to our current mood, that allows us to experience a new type of comfort. Wellbeing based on sensory oneness, perceived in an environment where objects have not been designed for appearance alone, but also for the way they feel, sound, smell and – naturally – the way they look. The Lancia designers undertook the far from easy task of designing something intangible: i.e. the quality of the relationship between man and car, the sensation of motoring and the aesthetics of sound, smell and touch. This new soft revolution is not based on hard technology as in the past (a case in point was the 1922 Lambda with its impressive total of seven world patents) but still radically changes our experience of the car. The result is the Dialogos, a car capable of discreetly serving its user and re-interpreting age-old Lancia precepts for a new age: dynamic design, advanced technology, the quest for absolutely élite comfort and sophisticated solutions. The thing that counts on Lancia’s concept car is the new relationship offered by a ‘biodynamic car’. The opportunity to live in an environment that is simultaneously ideal microclimate and living room while also offering a stress-free drive. The body that the Lancia Style Centre has dreamed up for this paragon contains frequent references to the past and pointers to the future. It embodies the concept of an evolving tradition.

A timeless sculpture The external styling of the Dialogos speaks for itself. It is patently the result of a profound rethinking of Lancia traditions to cater for the future tastes and needs of the most sophisticated and demanding customers. The mighty yet fluid and stylish front end draws inspiration from classic themes. As on the Lambda, its flat straight grille is a true radiator. The styling rejects the idea of a wedge attacking the asphalt in favour of an upturned wedge shape. The front box, with its long high bonnet, draws the rest of the car behind it and the passenger compartment is shifted backward with the boot almost an appendage. The body lines are long: soft lines swoop and turn without apparent effort. The shape is square, but this is no soap-dish. A careful use of rounded edges mixed with smoother sections produces a stylistic language that is unusual, but also well-proportioned and continuous. Shield-shaped rims (19″) and tyres with a specially-designed tread ensure style and practicality. Adaptive headlamps lit indirectly from a concealed source look like diamonds. They seem so clear and bright, then suddenly break down into a myriad of facets. This magical lighting system is repeated by the rear neon lights. All exterior elements that could make the car look too visually busy (handles, door mirrors, wipers and aerials) have disappeared. The Dialogos looks for all the world like a sculpture. This impression is accentuated by the fact that divisions between panels have been minimised and the central pillar is apparently missing. The colour of the windows (there is apparently only one) is very similar to the incredible blue of the body. Yet this impenetrable object suddenly opens out into a roomy lounge with linear, simple lines, based on classic international furnishing standards. The front armchairs are supported by a sturdy central mount but look as though they are hanging in the air. Their head-restraints and armrests look like cushions thrown artfully onto a sofa at home. The extended, continuous interior surfaces disseminate air, light and sound. Compartments and spaces are present, but hidden, waiting to open when needed. Your trip into the conveniences of the third millennium begins here. Lancia’s concept car is designed in accordance with three main guiding principles: the car as ideal microclimate, the car as living room and stress-free driving.

Life in an ideal microclimate Imagine an ideal microclimate where all climatic, acoustic, visual and even olfactory conditions transmit pleasant, protective, healthy and relaxing sensations. This is the Dialogos’s passenger compartment. Air quality and distribution, lighting, protection and ergonomic comfort are all finely tuned to produce non-aggressive, silent climate control. These results have been achieved by doing away with all intrusive or bulky items and the Top Climate System has been created. This system considers all aspects of the on-board climate. It controls the temperature of all breathable interior walls and also cleanses and deodorises the air by means of regenerable active carbon filters. Air does not circulate in this system. Instead, an atmosphere diffuses through extensive breathable surfaces such as the walls and roof panel. Air is finely distributed through micropores in the trim materials to keep passenger compartment temperature constant. Because there are no outlets, fan speed and noise is reduced for an overall increase in efficiency. The system also allows passengers to adjust heating to their own requirements. Four customised microclimates are created by measuring perceived heat by means of detectors fitted in the seats. The system also measures external temperature, humidity and pollution conditions. Once all data have been processed, ideal conditions can be created. Passengers use their own joysticks to adjust their microclimates to individual taste. The on-board computer stores the data, which may then be called up quickly when required. In a word, the Top Climate System can pick up on the current mood and use its many sensors to envelop each passenger in a beneficial, healthy cocoon at just the right temperature. These conditions can be customised and memorised. The diffuse lighting inside the ideal microclimate is made up of different shades. All of these are warm and designed to reflect a home-like atmosphere. They offer the colour and brightness best suited to different situations and occasions. The materials and components inside the passenger compartment have been chosen to meet the needs of superior quality of life on board. They are good to look at and good to touch. The seats are trimmed with nabuk, a soft, fluffed leather similar to chamois. The roof is trimmed with a wool blend cloth and silk. The facia, squab backs and flaps are in soft wood. This material consists of a film of real wood bonded to a layer of resin and foam. It is soft to the touch, deformable (it bends when the doors are opened and yields to the pressure of a finger) and combines attributes of safety with a sensation of naturalness and warmth.

A living room with wheels The environment on board the ‘biodynamic car’ is spacious, comfortable and relaxing. Every part is made out of top-quality material and chosen with care to express sophisticated unfussy taste. The space is flexible because it can be converted at will into a passenger compartment where one can travel in the greatest imaginable comfort, a lounge for conversation, a place of entertainment with the option of listening to good music or watching a video, or even a place for study and work. To get into Lancia’s concept car, simply approach with your Ego Card. This personal key automatically manages various functions and also stores the characteristics of its user. The front doors open, the car is raised or lowered to suit the driver’s height and the seat swivels outward to allow you to get in. Once sitting down, the seat moves back in and round into the driving position. The doors now close automatically. The front armchairs can carry out 12 different movements (automatically controlled) and form a single sofa when placed together, which configures itself to suit the form and sitting position of its occupants. The configuration is stored for subsequent use but may be changed – to suit a new passenger, for example. The seat squab back is covered in soft wood and the edge is finished in heartwood. The head-restraints and armrests are made out of constant thickness cushions. The whole front bench may be turned through 180°. This action converts the passenger compartment into a comfortable lounge, ideal for a tête à tête conversation with back seat passengers. A display with a double 14-inch screen can be removed from a service compartment in the middle of the back seat. The back seat is also fitted with a socket for a personal mobile phone, while the head-restraint is fitted with headphones for listening to music. Simply lean back to listen to the sound. Back seat passengers can also remove an infra-red keypad from a housing in the door in order to interact with the on-board computer. The door panels are also sophisticated and refined. Nabuk is abundantly in evidence and the oddments compartments are made out of deformable material covered in soft wood. The light, air and sound dissemination areas are covered in clear, breathable metal cloth. The bar compartment is located on the left rear panel. It is closed by a flap – unhinged, because this too is made out of soft, deformable wood. A small table is available in the area at the rear on the left. Luxury, yes, but without ostentation. Innovation, certainly, but with precise references to timeless values. Flexibility to the widest range of needs and great functionality. Ultimately the most gratifying way of experiencing life on board a car.

Stress-free driving: a dream come true A car designed for stress-free driving must be able to anticipate motorists’ needs. It must be able to adapt to their habits and – why not – to their mood and also to current situations. Lancia opted for a high level of automation to fulfil these functions. The car features a man-machine interface system, a sort of on-board assistant that sees to everything. With the gearbox, handbrake and stalk unit done away with, car use is simplified to the greatest degree. This is also helped by the use of vocal commands. The system provides useful information to the driver and puts the driver at ease by customising certain functions. The system ensures a high degree of safety. Both driver and passenger enjoy full control of the car for complete physical and mental wellbeing. In practice, this means that the steering column is located in the middle when at rest to allow the driver to get into the car. Because it is hinged at the base, it can be driven equally well on the left or on the right. The instrument panel moves to accommodate the change and can be reconfigured. The steering wheel is fitted with a set of buttons to control turn signals, hazard warning flashers, horn, semi-automatic transmission functions and the voice function, which activates vocal commands. A big panel made up of three 13.8 inch liquid crystal displays and two cards with gauges and warning lights is located in place of the facia and the conventional instruments and controls beneath the windscreen. Side display functions are reversible, according to whether the car is being driven from the left or right. The driver’s screen is reserved for the instruments and controls, while the passenger’s screen is devoted to navigation, seat and climate control system controls, radio, hands-free phone and check functions. The central monitor is used for seeing behind the car to eliminate blind spots. The screen is controlled by a joystick with two buttons for scrolling through the main options and a confirmation key for moving within individual menus and activating the required function. The joystick is located between the front seats and is the main control terminal for on-board instruments and controls. Displays may be customised. The driver can select the language, graphics (analogue or digital), background colour, character size and is able to zoom in on a particular function. An on-board computer system with micro-TV camera and radar provides all information required for comprehensive monitoring of the road. The system explores the field of view inaccessible to the human eye and notifies the driver of overtaking vehicles. A TV camera ensures the car stays in lane. When the driver crosses the lane dividers unintentionally (e.g. due to loss of concentration or drowsiness), the steering wheel rim vibrates and an acoustic signal goes off as a warning. The adaptive cruise control system controls cruising speed and the safety distance from cars in front. In poor visibility conditions (fog, rain or snow), the anticollision radar is extremely useful. This warns of potentially dangerous obstacles in the car’s path that cannot be perceived by the human eye. To improve safety while driving at night, the Dialogos is fitted with self-adaptive headlamps. These owe their name to the fact that the beam changes direction, intensity, divergence and light distribution pattern according to car speed, type of road, the position of other cars (oncoming cars and cars in front) and atmospheric conditions. (fog, rain etc.). In the Dialogos’s headlamps, the light beam is also located beside the reflectors. This solution reduces glare experienced by other vehicles and allows effective control of the light beam. The transmission can work automatically or semi-automatically, but the controls do not get in the way of the area between the front seats. Driving options are selected with buttons on the steering wheel and associated messages are displayed on the car monitor. The system is self-learning, i.e. it stores the motorists driving style in about five minutes. For reversing manoeuvres, the driver needs to operate a lever switch located inside the central console. The tail-lights now come on and a TV camera projects an image on the monitor in front of the driver to make parking easier. The pedal unit may be located on the left or on the right and features only two controls: accelerator and brake. When unused, it becomes part of the floor and can be used as a footrest. The Dialogos is also fitted with rear footrests built into the back of the front seats. No handbrake lever is present. The brake is always on when the car is at a standstill and is released automatically when the car sets off. The mechanical components on this biodynamic concept car are also interesting. The front suspension is multilink with a virtual steering axis, while the rear suspension is also multilink. The transmission is robotised with an Ego-mode self-learning system. The active front suspension features a feeling management system – and a model reference monitoring and test system is also fitted. The main feature of the multilink suspension is its virtual steering axis. This is mapped by virtual rather than physical suspension points. The steering axis passes through the centre of the wheel. As a result, obstacles such as potholes or uneven surfaces cannot cause the wheel to vibrate or turn. This device ensures that steering is unaffected when the active differential applies different pulling forces to both half-axles to increase car stability. This suspension architecture also ensures high longitudinal stability and reduces vibrations from the road surface to improve car handling over all terrains. One of the most innovative features of the multilink rear suspension is its virtual pitch centre. When riding over an obstacle, the wheel moves back to reduce interference transmitted to the body and thus perceived vibrations. An elasto-kinematic toe-in system also significantly increases car stability when cornering. The robotised transmission is a conventional transmission fitted with an electro-hydraulic actuator. All functions normally managed by the driver (selection, engagement and release, clutch and throttle modulation) are controlled electronically. The system works automatically or semi-automatically. In the latter case, the driver changes gear by operating buttons on the steering wheel. This transmission is combined with an innovative Ego-mode system. This customises operation and adapts it to different service conditions. After a short learning period, when the driver works in semi-automatic mode, the system is able to recognise driving style and produce a customised map. This is then used automatically for different driving styles (sporty or touring) – or even on different cars equipped with the same system. The active front differential system (which should not be confused with a self-locking differential) is designed to improve pulling power and car stability. By modulating the pressures of two clutches in the active differential, the drive torque applied to the front wheels can be controlled differentially. When entering a bend, drive torque is transferred to the outer wheel in order to exploit car traction to the full and increase lateral hold. The active differential also acts as a dynamic stabilising element to compensate for skidding in emergency situations. The device also varies car response to controls applied to the steering wheel (typical of understeering). The differential therefore adjusts to different driving styles and driver tastes to make the car more docile – or alternatively more edgy and poised for action. As with the robotised transmission, feeling management maps are stored on the Ego Card. The sophisticated model reference monitoring and test system forecasts car behaviour and compares it continually with true behaviour as revealed by the on-board sensors. It is therefore possible to record environmental conditions (such as gradients or grip on the road) and diagnose any anomalies (e.g. tyre deflation) or the approach of extreme road grip conditions. All this information is transferred to control systems on the car (robotised transmission, active differential), which adapt to the situation in hand to ensure greater safety and better performance. The motorist is notified of anomalies by means of a display.

LANCIA AT THE 73rd PARIS INTERNATIONAL MOTOR SHOW – 2

Lancia Dialogos According to Lancia , the future of élite driving is called the Lancia Dialogos . This concept car, exhibited alongside the standard-production models, contains many retro hints: a high front, long bonnet, reverse wedge-shaped profile. But these are immediately countered by the interplay of soft curves and rounded corners that speaks a new and appealing language. The car’s name is a promise: to begin a new and different relationship between man and machine. The Lancia Dialogos marks the advent of a biodynamic car, i.e. a place to live and not merely a means of transport, a space where material is used to ensure wellbeing and not merely to improve appearance. Around driver and passengers is created all the practical and relaxing style of a living room but occupants also enjoy an ideal microclimate that ensures a stress-free drive. The journey toward comfort in the third millennium begins with the passenger compartment: this constitutes an ideal microclimate where all climatic, acoustic, lighting, visible and olfactory conditions transmit pleasant, protective, healthy and relaxing sensations. Such is the Dialogos interior. Air cleansed and deodorised by regenerable active carbon filters does not enter the car through ventilation outlets but through broad perforated surfaces in the interior trim. This system ensures a diffuse distribution of air. Sensors in the seats measure ‘thermal sensation’ while the Top Climate System records external temperature, humidity and pollution conditions to create ideal conditions inside the car. Every passenger is also free to control his or her own personal microclimate using a joystick. The diffuse lighting inside the ‘ideal microclimate’ features warm shades of different tonality and intensity, reminiscent of a home environment. The seats are upholstered in nabuk, a soft, smooth leather similar to suede. The roof is covered by a cashmere and silk mix cloth. The front panelling below the facia, seat squab backs and the low part of the flaps are trimmed with softwood, a film of real wood bonded to a layer of resin and foam. It is soft to the touch, deformable (e.g. it bends when the door is opened and yields to the pressure of a finger) and combines safety with sensations of naturalness and heat. To gain access to this roomy, comfortable and relaxing living room, simply approach the Lancia Dialogos with your Ego Card in your pocket (this personal card manages various functions automatically and stores its user’s characteristics). The front door opens immediately, the car moves up or down according to the height of the motorist and the seat turns moves outward to receive the driver. Once the driver is sitting down, the seat moves back in and the door closes automatically. All that is left to do is insert the Ego Card in its slot. The car recognises the driver and adapts to his or her habits: right or left hand drive, climate control and also light and sound distribution and intensity. The armchairs that replace conventional seats mould themselves to the body shape. The front armchairs can carry out twelve different movements (controlled automatically) and can be combined to form a single sofa that can be turned through 180º: in this way the passenger compartment can be converted to a comfortable living room, ideal for conversation. Screens and keyboards, minibars, tables and document compartments emerge from the clean, uncluttered interior as required. The rear armchairs come with a personal mobile phone socket, while the head-restraints contain earphones for listening to music. Simply tilt your head back to hear the sound. To start the car, you press the Ego Card. The Lancia Dialogos is easy to drive. The steering wheel is equipped with a series of buttons used to control the turn signals, hazard warning lights, horn, semi-automatic gearbox function and the voice function, which activates the voice-operated controls. The facia and traditional instruments beneath the windscreen are replaced by a big panel made up of three customisable liquid crystal screens: you are able to choose the language, graphic format (analogue or digital), background colour and character size). The side screens can be configured according to whether the car is driven on the left or right. The driver’s screen is reserved for instruments and controls while the passenger screen is devoted to an extensive menu that includes ‘navigation’ and controls for the seat, climate control system, radio, hands-free phone and check functions. The central monitor acts as a rear view mirror (it displays images recorded by a TV camera concealed in the back of the car). Information is controlled by a joystick similar to a home remote control unit positioned between the front seats. The on-board information system, complete with micro TV camera and radar, provides all the necessary information for continuous and comprehensive monitoring of the road. It explores the field of view inaccessible to the human eye and signals the presence of overtaking vehicles. It controls cruising speed and the safety distance from the car in front. If the driver crosses the lane dividers due to distraction or drowsiness, the system emits an acoustic signal to bring his attention back to the road. In poor visibility conditions (fog, rain or snow), it signals the presence of potentially dangerous obstacles in the car’s path that cannot be seen by the human eye. To improve the safety of night driving, the Lancia Dialogos headlights adapt automatically to external conditions. Their light beam changes direction, intensity, divergence and light distribution pattern according to car speed, road type, the position of other cars and atmospheric conditions. Pedals units are fitted on the left and on the right (the same applies to the steering column hinge) and include only two controls: accelerator and brake. When unused, the unit becomes fixed and integral and acts as a footrest. No handbrake lever is fitted. The brake is always on when the car is at a standstill and is released automatically when the car is enabled for movement. The robotised Egomode gearbox with learning function can work semi-automatically or automatically. In the first case, buttons on the steering wheel are pressed to change gear and messages appear on the car monitor. After about five minutes of semi-automatic driving, the system recognises the motorist’s driving style and produces a personalised map that is stored on the ever-present Ego Card: it is used to manage gear shifts when the car is driven in automatic mode. The front suspension is multilink, with a virtual steering axis determined by virtual points instead of physical suspension points. It passes through the centre of the wheel with the result that obstacles such as potholes or rough patches do not cause the steering wheel to turn or vibrate. One of the most innovative features of the rear suspension, also multilink, is a virtual pitching centre. When the wheel drives over an obstacle, it retracts to reduce the disturbance transmitted to the body and thus the perceived vibrations. Another important feature is the elastokinematic toe-in, which increases car stability on corners. The active front differential (which should not be confused with a self-locking differential) improves car pulling power and stability. The unit achieves this by managing the drive torque applied to the front wheels in differential manner. And more: it also acts as a dynamic car stabilising element that compensates for swerves in emergency situations and allows car response to controls applied at the steering wheel to be varied (characteristic of understeer). The system therefore adapts to the driver’s driving style and tastes to make the car drive more steadily or in a more responsive manner. In this case, as with the robotised transmission, ‘feeling management’ maps are stored on the Ego Card. Lastly a reference model monitoring and diagnosis system monitors expected car behaviour and compares it continuously with actual behaviour recorded by the on-board sensors. This makes it possible to record environmental conditions (such as gradient or road grip) and detect any anomalies (e.g. flat tyres) or loss of grip. All this information is transmitted to the car control systems (robotised gearbox, active differential) which adapt to the existing situations to ensure greater safety and increased performance. Fault Information is displayed on the screen.

69th GENEVA MOTOR SHOW: LANCIA DIALOGOS, 08 March 1999

https://www.lanciapress.com/press/article/2935

And finally, the stand also includes the Lancia Dialogos, the ‘biodynamic car’ which is a perfect amalgam of technology, comfort and safety. Three important themes are developed on this concept car: the ‘ideal microclimate’, the ‘living-room’, and ‘stress-free driving’. Generous, comfortable and relaxing, the car stands out for the painstaking care that went into the choice of materials and for ideas that guarantee top quality air, illumination and sound levels, and the ergonomics of the seats and interior upholstery. It is a ‘ideal microclimate’ with the emphasis on well-being. The merit also goes to the Top Climate System, which measures the outside temperature, humidity and pollution, and creates and memorises the ideal cabin climate. To enter this living-room you just have to approach the car with your ‘Ego card’ in your pocket, because this card is a personal ‘key’ which first memorises the user’s characteristics so that it can then manage various functions automatically. The front door opens wide and the seat turns and slides out to welcome you. Once you are seated, the seat returns to its place, the doors close and the car adapts to the driver’s habits: left or right hand drive, diffusion and intensity of the light and sound. Screens, keyboards, a fridge, small table and document holders all appear from inside the furnishings, when they are needed. The Lancia Dialogos was designed to make driving easy: there are only two pedals, accelerator and brake. The hand brake is automatically activated when the car is stationary and de-activated when the driver gives the command to move off. The facia and conventional instrumentation are replaced by a large panel made of three liquid crystal screens. The driver’s screen is reserved for the instrumentation, while the passenger screen is dedicated to navigation and control of the seats, climate, radio, handsfree telephone and check panel. The central monitor provides rear-view vision, projecting shots taken by a telecamera hidden in the rear of the car, with no blind spots. The onboard information system is complete with micro-telecamera and radar, and provides all the necessary information for constant, complete control of the road. It warns of overtaking vehicles and any potentially dangerous obstacles on the road, as well as monitoring cruising speed and safety distances, and keeping the car in its lane. The ‘model reference’ is another monitoring and diagnosis device, which assesses the car’s expected behaviour, comparing it constantly with its actual behaviour, thanks to onboard sensors. The information is transmitted to the control systems present on the car (robotised gearbox, live differential) which adapt to the concrete situation to guarantee greater safety. Any anomalies are communicated to the motorist on the display. The engineering of the Lancia Dialogos also incorporates some interesting features: multilink suspension, for example, which eliminates every type of vibration thanks to the virtual steering axis of the front axle and the pitching centre of the rear axle. Then there is the live front differential, which improves the car’s traction capacity and stability, and adapts to the driver’s driving style. Another innovative solution is the ‘Egomode’ robotised self-learning gearbox, which can function either semi-automatically or fully automatically. In the former, the driver uses the pushbuttons on the steering wheel to change gear (the indications appear on the onboard monitor). After about five minutes at the wheel, the motorist’s driving style is recognised by the system and recorded on his Ego Card. At which point it can switch to automatic operation.

Lancia Thesis Overview (2001 - 2009)

2001 - 2009

Tech Specs Summary

The Lancia Thesis was produced by the Italian manufacturer Lancia between 2001 - 2009. It's a front engined front-wheel drive Sedan. There are many power levels available, ranging from a 148 hp 2.4 L Inline 5 Turbo diesel engine to a 227 hp 3 L V6 gasoline engine. It has double wishbone suspension front and rear.

Performance Pick

If you're interested in performance, the best performance version of the Thesis is the Lancia Thesis 3.2 V6 24v which scores 2.4★ on the encyCARpedia Rating system for performance. With total power at 227 hp and a power/weight ratio of 18.41 lb/hp it has a top speed of 149 mph and gets to 62 mph in 8.8 seconds.

Practicality Pick

If you're more interested in practicality, then the Lancia Thesis 2.4 JTD 20v is the best practical all-rounder with a score of 2.8★ on the encyCARpedia Rating system for practicality. It has a range of 621 miles and can store 17 cubic feet of cargo. It also has a towing capacity of 3,307 lbs.

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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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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

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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V. I. Lenin

Theses on fundamental tasks of, the second congress of the communist international.

Written: 30 June, 1920 First Published: July of 1920 Source: Lenin’s Collected Works , 4th English Edition, Progress Publishers, Moscow, 1965, Volume 31 , pages 184-201 Translated: Julius Katzer Transcription\HTML Markup: David Walters & R. Cymbala Copyleft: V. I. Lenin Internet Archive (www.marx.org) 2002. Permission is granted to copy and/or distribute this document under the terms of the GNU Free Documentation License

The Essence of the Dictatorship of the Proletariat and of Soviet Power

What Immediate and Universal Preparation for the Dictatorship of the Proletariat Should Consist of

Rectification of the Political Line—Partly Also the Composition—of Parties Affiliated or Desiring to Affiliate to the Communist International

1.The present stage in the development of the international communist movement is marked by the fact that the finest representatives of the revolutionary proletariat in all capitalist countries have fully grasped the fundamental principles of the Communist International, viz., dictatorship of the proletariat and Soviet power, and have ranged themselves with unbounded enthusiasm on the side of the Communist International. An even bigger and more important step forward is the definite sympathy with these fundamental principles that has everywhere taken shape among the broadest masses; not only of the urban proletariat, but of the advanced section of the rural workers as well.

On the other hand, two errors, or failings, are to be observed in the very rapidly growing international communist movement. One, which is very grave and constitutes an immense and immediate danger to the success of the cause of proletarian emancipation, is that a section of the old leaders and of the old parties of the Second International—some yielding half-unconsciously to the wishes and pressure of the masses, and some deliberately deceiving the masses in order to retain their function of agents and assistants of the bourgeoisie within the working-class movement—declare their qualified or even unqualified adherence to the Third International, while actually remaining in all their practical party and political work, on the level of the Second International. Such a state of affairs is absolutely intolerable, because it leads to downright corruption of the masses, detracts from the Third International’s prestige, and threatens a repetition of the same acts of treachery as were perpetrated by the Hungarian Social-Democrats, who so hastily assumed the title of Communists. The other error, which is far less significant and is more in the nature of growing pains of the movement, consists in a tendency towards “Leftism” which results in a wrong appraisal of the role and the tasks of the party with regard to the class and the masses, and a wrong attitude towards the revolutionary Communists’ obligation to work in bourgeois parliaments and reactionary trade unions.

Communists are in duty bound, not to gloss over shortcomings in their movement, but to criticise them openly so as to remedy them the more speedily and radically. For this purpose it is necessary: first, to define as concretely as possible, particularly on the basis of the practical experience already acquired, the content of the concepts “dictatorship of the proletariat” and “Soviet power”; second, to specify the precise content of the immediate and systematic preparatory work to be carried on in all countries so as to give effect to these slogans; and third, to specify the methods and means of rectifying the faults in our movement.

The Essence Of The Dictatorship Of The Proletariat and of Soviet Power

2.The victory of socialism (as the first stage of communism) over capitalism requires that the proletariat, as the only really revolutionary class, shall accomplish the following three tasks. First—overthrow the exploiters, and first and foremost the bourgeoisie, as their principal economic and political representative; utterly rout them; crush their resistance; absolutely preclude any attempt on their part to restore the yoke of capital and wage-slavery. Second—win over and bring under the leadership of the Communist Party, the revolutionary vanguard of the proletariat, not only the entire proletariat, or its vast majority, but all who labour and are exploited by capital; educate, organise, train and discipline them in the actual course of a supremely bold and ruthlessly firm struggle against the exploiters; wrest this vast majority of the pqpulation in all the capitalist countries from dependence on the bourgeoisie; imbue it, through its own practical experience, with confidence in the leading role of the proletariat and of its revolutionary vanguard. Third—neutralise, or render harmless, the inevitable vacillation between the bourgeoisie and the proletariat, between bourgeois democracy and Soviet power, to be seen in the class of petty proprietors in agriculture, industry and commerce—a class which is still fairly numerous in nearly all advanced countries, although comprising only a minority of the population—as well as in the stratum of intellectuals, salary earners, etc., which corresponds to this class.

The first and second tasks are independent ones, each requiring its own special methods of action with regard to the exploiters and to the exploited respectively. The third task follows from the first two, and merely requires a skilful, timely and flexible combination of methods of the first and second type, depending on the specific circumstances in each separate instance of vacillation.

3.In the concrete situation created throughout the world, and above all in the most advanced, powerful, enlightened and free capitalist countries, by militarism, imperialism, the oppression of colonies and weak countries, the world wide imperialist butchery and the “Peace” of Versailles—in that situation the very idea of the capitalists peacefully submitting to the will of the majority of the exploited, the very idea of a peaceful, reformist transition to socialism, is not merely sheer philistine stupidity but also down right deception of the workers, embellishment of capitalist wage-slavery, and concealment of the truth. That truth consists in the bourgeoisie, even the most enlightened and democratic, no longer hesitating at any fraud or crime, even the massacre of millions of workers and peasants, so as to preserve private ownership of the means of production. Only the forcible overthrow of the bourgeoisie, the confiscation of its property, the destruction of the entire bourgeois state apparatus from top to bottom—parliamentary. judicial, military, bureaucratic, administrative, municipal, etc.—right down to the wholesale deportation or internment of the most dangerous and stubborn exploiters and the institution of strict surveillance over them so as to foil their inevitable attempts to resist and to restore capitalist slavery—only such measures can ensure real submission of the whole class of exploiters.

On the other hand, the idea, common among the old parties and the old leaders of the Second International, that the majority of the exploited toilers can achieve complete clarity of socialist consciousness and firm socialist convictions and character under capitalist slavery, under the yoke of the bourgeoisie (which assumes an inIinite variety of forms that become more subtle and at the same time more brutal and ruthless the higher the cultural level in a given capitalist country) is also idealisation of capitalism and of bourgeois democracy, as well as deception of the workers. In fact, it is only after the vanguard of the proletariat, supported by the whole or the majority of this, the only revolutionary class, overthrows the exploiters, suppresses them, emancipates the exploited from their state of slavery and-immediately improves their conditions of life at the expense of the expropriated capitalists—it is only after this, and only in the actual process of an acute class strugg]e, that the masses of the toilers and exploited can be educated, trained and organised around the proletariat under whose influence and guidance, they can get rid of the selfishness, disunity, vices and weaknesses engendered by private property; only then will they be converted into a free union of free workers.

4.Victory over capitalism calls for proper relations between the leading (Communist) party, the revolutionary class (the proletariat) and the masses, i.e., the entire body of the toilers and the exploited. Only the Communist Party, if it is really the vanguard of the revolutionary class, if it really comprises all the finest representatives of that class, if it consists of fully conscious and staunch Communists who have been educated and steeled by the experience of a persistent revolutionary struggle, and if it has succeeded in linking itself inseparably with the whole life of its class and, through it, with the whole mass of the exploited, and in completely winning the confidence of this class and this mass—only such a party is capable of leading the proletariat in a final, most ruthless and decisive struggle against all the forces of capitalism. On the other hand, it is only under the leadership of such a party that the proletariat is capable of displaying the full might of its revolutionary onslaught, and of overcoming the inevitable apathy and occasional resistance of that small minority, the labour aristocracy, who have been corrupted by capitalism, the old trade union and co-operative leaders, etc.—only then will it be capable of displaying its full might, which, because of the very economic structure of capitalist society, is infinitely greater than its proportion of the population. Finally, it is only after they have been really emancipated from the yoke of the bourgeoisie and of the bourgeois machinery of state, only after they have found an opportunity of organising in their Soviets in a really free way (free from the exploiters), that the masses, i.e., the toilers and exploited as a body, can display, for the first time in history, all the initiative and energy of tens of millions of people who have been crushed by capitalism. Only when the Soviets have become the sole state apparatus is it really possible to ensure the participation, in the work of administration, of the entire mass of the exploited, who, even under the most enlightened and freest bourgeois democracy, have always actually been excluded 99 per cent from participation in the work of administration. It is only in the Soviets that the exploited masses really begin to learn—not in books, but from their own practical experience—the work of socialist construction, of creating a new social discipline and a free union of free workers.

What Immediate And Universal Preparation for the Dictatorship of the Proletariat Should Consist of

5.The present stage in the development of the international communist movement is marked by the fact that in the vast majority of capitalist countries, the proletariat’s preparations to effect its dictatorship have not been completed, and, in many cases, have not even been systematically begun. From this it does not, however, follow that the proletarian revolution is impossible in the immediate future; it is perfectly possible, since the entire economic and political situation is most inflammable and abounds in causes of a sudden flare-up; the other condition for revolution, apart from the proletariat’s preparedness, viz., a general state of crisis in all the ruling and in all bourgeois parties, also exists. However, it does follow that the Communist Parties’ current task consists not in accelerating the revolution, but in intensifying the preparation of the proletariat. On the other hand, the facts cited above from the history of many socialist parties make it incumbent on us to see that “recognition” of the dictatorship of the proletariat shall not remain a more matter of words.

Hence, from the point of view of the international proletarian movement, it is the Communist parties ’ principal task at the present moment to unite the scattered Communist forces, to form a single Communist Party in every country (or to reinforce or renovate the already existing Party) in order to increase tenfold the work of preparing the proletariat for the conquest of political power—political power, moreover, in the form of the dictatorship of the proletariat. The ordinary socialist work conducted by groups and parties which recognise the dictatorship of the proletariat has by no means undergone that fundamental reorganisation, that fundamental renovation, which is essential before this work can be considered communist work and adequate to the tasks to be accomplished on the eve of proletarian dictatorship.

6.The proletariat’s conquest of political power does not put a stop to its class struggle against the bourgeoisie; on the contrary, it renders that struggle most widespread, intense and ruthless. Owing to the extreme intensification of the struggle all groups, parties and leaders in the working-class movement who have fully or partly adopted the stand of reformism, of the “Centre”, etc., inevitably side with the bourgeoisie or join the waverers, or else (what is the most dangerous of all) land in the ranks of the unreliable friends of the victorious proletariat. Hence, preparation for the dictatorship of the proletariat calls, not only for an intensification of the struggle against reformist and “Centrist” tendencies, but also for a change in the character of that struggle. The struggle cannot be restricted to explaining the erroneousness of these tendencies; it must unswervingly and ruthlessly expose any leader of the working-class movement who reveals such tendencies, for otherwise the proletariat cannot know who it will march with into the decisive struggle against the bourgeoisie. This struggle is such that at any moment it may—and actually does, as experience has shown—substitute criticism with weapons for the weapon of criticism. [6] Any inconsistency or weakness in exposing those who show themselves to be reformists or “Centrists” means directly increasing the danger of the power of the proletariat being overthrovn by the bourgeoisie, which tomorrow will utilise for the counter-revolution that which short-sighted people today see merely as “theoretical difference”.

7.In particular, we must not restrict ourselves to the usual repudiation, in principle, of all collaboration between the proletariat and the bourgeoisie, of all “collaborationism”. Under the dictatorship of the proletariat, which will never be able, at one stroke, to abolish private property completely, mere defence of “liberty”’ and “equality”, while private ownership of the means of production is preserved, turns into “collaboration” with the bourgeoisie, and undermines the rule of the working class. The dictatorship of the proletariat means that the state uses its whole machinery of power to uphold and perpetuate “no-liberty” for the exploiters to continue their oppression and exploitation, “inequality” between the owner of property (i.e., one who has appropriated for himself certain means of production created by social labour) and the non-owner. That which, prior to the victory of the proletariat, seems merely a theoretical difference on the question of “democracy” inevitably becomes, on the day following victory, a question that is settled by force of arms. Consequently, even preliminary work in preparing the masses to effect the dictatorship of the proletariat is impossible without a radical change in the entire character of the struggle against the “Centrists” and the “champions of democracy “.

8.The dictatorship of the proletariat is the most determined and revolutionary form of the proletariat’s class struggle against the bourgeoisie. This struggle can be successful only when the most revolutionary vanguard of the proletariat has the backing of the overwhelming majority of the proletariat. Hence, preparation for the dictatorship of the proletariat entails not only explanation of the bourgeois character of all reformism, of all defence of democracy, while private ownership of the means of production is preserved; it entails, not only exposure of such trends, which are in fact a defence of the bourgeoisie within the labour movement; it also calls for old leaders being replaced by Communists in proletarian organisations of absolutely every type—not only political, but also trade union, co-operative, educational, etc. The more complete, lengthy and firmly established the rule of bourgeois democracy has been in a given country, the more the bourgeoisie will have succeeded in securing the appointment to such leading posts of people whose minds have been moulded by it and imbued with its views and prejudices, and who have very often been directly or indirectly bought by it. These representatives of the labour aristocracy, bourgeoisified workers, should be ousted from all their posts a hundred times more sweepingly than hitherto, and replaced by workers—even by wholly inexperienced men, provided they are connected with the exploited masses and enjoy their confidence in the struggle against the exploiters. The dictatorship of the proletariat will require the appointment of such inexperienced workers to the most responsible posts in the state; otherwise the workers’ government will be impotent and will not have the support of the masses.

9.The dictatorship of the proletariat means that all toiling and exploited people, who have been disunited, deceived, intimidated, oppressed, downtrodden and crushed by the capitalist class, come under the full leadership of the only class trained for that leadership by the whole history of capitalism. That is why the following is one of the methods whereby preparations for the dictatorship of the proletariat should be started everywhere and immediately:

In all organisations, unions and associations without exception, and first and foremost in proletarian organisations, but also in those of the non-proletarian toiling and exploited masses (political, trade union, military, co-operative, educational, sports, etc., etc.), groups or cells of Communists should be formed—preferably open groups, but underground groups as well, the latter being essential whenever there is reason to expect their suppression, or the arrest or banishment of their members on the part of the bourgeoisie; these cells, which are to be in close touch with one another and with the Party centre, should, by pooling their experience, carrying on work of agitation, propaganda and organisation, adapting themselves to absolutely every sphere of public life and to every variety and category of the toiling masses, systematically educate themselves, the Party, the class, and the masses by means of such diversified work.

In this connection, it is of the utmost importance that necessary distinctions between the methods of work should be evolved in practice: on the one hand, in relation to the “leaders”, or “responsible representatives”, who are very often hopelessly beset with petty-bourgeois and imperialist prejudices—such “leaders” must be ruthlessly exposed and expelled from the working-class movement—and, on the other hand, in relation to the masses, who, particularly after the imperialist holocaust, are for the most part inclined to listen to and accept the doctrine that the guidance from the proletariat is essential, as the only way of escape from capitalist slavery. We must learn to approach the masses with particular patience and caution so as to be able to understand the distinctive features in the mentality of each stratum, calling, etc., of these masses.

10.In particular, there is a group or cell of Communists that deserves exceptional attention and care from the Party, i.e., the parliamentary group of Party members, who are deputies to bourgeois representative institutions (primarily the national, but also local, municipal, etc., representative institutions). On the one hand, it is this tribune which is held in particular regard by large sections of the toiling masses, who are backward or imbued with petty-bourgeois prejudices; it is therefore imperative for Communists to utilise this tribune to conduct propaganda, agitation and organisational work and to explain to the masses why the dispersal of the bourgeois parliament by the national congress of Soviets was legitimate in Russia (and, at the proper time, will be legitimate in any country). On the other hand, the entire history of bourgeois democracy, particularly in the advanced countries, has converted the parliamentary rostrum into one of the principal, if not the principal, venues of unparalleled fraudulency, financial and political deception of the people, careerism, hypocrisy and oppression of the working people. The intense hatred of parliaments felt by the best representatives of the revolutionary proletariat is therefore quite justified. The Communist parties and all parties affiliated to the Third International—especially those which have not arisen by splitting away from the old parties and by waging a long and persistent struggle against them, but through the old parties accepting (often nominally) the new stand—should therefore adopt a most strict attitude towards their parliamentary groups; the latter must be brought under the full control and direction of the Central Committees of the Parties; they must consist, in the main, of revolutionary workers; speeches by members of parliament should be carefully analysed in the Party press and at Party meetings, from a strictly communist standpoint; deputies should be sent to carry on agitational work among the masses; those who manifest Second International leanings should be expelled from the parliamentary groups, etc.

11.One of the chief causes hampering the revolutionary working-class movement in the developed capitalist countries is the fact that because of their colonial possessions and the super-profits gained by finance capital, etc., the capitalists af these countries have been able to create a relatively larger and more stable labour aristocracy, a section which comprises a small minority of the working class. This minority enjoys better terms of employment and is most-imbued with a narrow-minded craft spirit and with petty-bourgeois and imperialist prejudices. It forms the real social pillar of the Second International, of the reformists and the “Centrists”; at present it might even be called the social mainstay of the bourgeoisie. No preparation of the proletariat for the overthrow of the bourgeoisie is possible, even in the preliminary sense, unless an immediate, systematic, extensive and open struggle is waged against this stratum, which, as experience has already fully shown, will no doubt provide the bourgeois White guards with many a recruit after the victory of the proletariat. All parties affiliated to the Third International must at all costs give effect to the slogans: “Deeper into the thick of the masses”, “Closer links with the masses”—meaning by the masses all those who toil and are exploited by capital, particularly those who are least organised and educated, who are most oppressed and least amenable to organisation.

The proletariat becomes revolutionary only insofar as it does not restrict itself to the narrow framework of craft interests, only when in all matters and spheres of public life, it acts as the leader of all the toiling and exploited masses; it cannot achieve its dictatorship unless it is prepared and able to make the greatest sacrifices for the sake of victory over the bourgeoisie. In this respect, the experience of Russia is significant both in principle and in practice. The proletariat could not have achieved its dictatorship there, or won the universally acknowledged respect and confidence of all the toiling masses, had it not made the most sacrifices, or starved more than any other section of those masses at the most crucial moments of the onslaught, war and blockade effected by the world bourgeoisie.

In particular, the Communist Party and all advanced proletarians must give all-round and unstinted support especially to the spontaneous and mass strike movement, which, under the yoke of capital, is alone capable of really rousing, educating and organising the masses, of imbuing them with complete confidence in the leadership of the revolutionary proletariat. Without such preparation, no dictatorship of the proletariat is possible; those who are capable of publicly opposing strikes, such as Kautsky in Germany and Turati in Italy, cannot possibly be tolerated in the ranks of parties affiliated to the Third International. This applies even more, of course, to those trade union and parliamentary leaders who so often betray the workers by using the experience of strikes to teach them reformism, and not revolution (for instance, in Britain and in France in recent years).

12.In all countries, even in those that are freest, most “legal”, and most “peaceful” in the sense that the class struggle is least acute there, it is now absolutely indispensable for every Communist Party to systematically combine legal and illegal work, legal and illegal organisations. Notwithstanding their false and hypocritical declarations, the governments of even the most enlightened and freest of countries, where the bourgeois-democratic system is most “stable”, are already systematically and secretly drawing up blacklists of Communists and constantly violating their own constitutions so as to give secret or semi-secret encouragement to the whiteguards and to the murder of Communists in all countries, making secret preparations for the arrest of Communists, planting agents provocateurs among the Communists, etc., etc. Only a most reactionary philistine, no matter what cloak of fine “democratic” and pacifist phrases he may don, will deny this fact or the conclusion that of necessity follows from it viz., that all legal Communist parties must immediately form illegal organisations for the systematic conduct of illegal work and for complete preparations for the moment the bourgeoisie resorts to persecution. Illegal work is most necessary in the army, the navy and the police because, since the imperialist holocaust, governments the world over have begun to stand in dread of people’s armies which are open to the workers and peasants, and are secretly resorting to all kinds of methods to set up military units specially recruited from the bourgeoisie and equipped with the most up-to-date weapons.

On the other hand, it is likewise necessary that, in all cases without exception, the parties should not restrict themselves to illegal work, but should conduct legal work as well, overcoming all obstacles, starting legal publications, and forming legal organisations under the most varied names, which should be frequently changed if necessary. This is being practised by the illegal Communist parties in Finland, Hungary, partly in Germany, Poland, Latvia, etc. It should be practised by the Industrial Workers of the World in the U.S.A. and by all Communist parties at present legal, should public prosecutors see fit to take proceedings against them on the grounds of resolutions adopted by Congresses of the Communist International, etc.

A combination of illegal and legal work is an absolute principle dictated, not only by all features of the present period, that of the eve of the proletarian dictatorship, but also by the necessity of proving to the bourgeoisie that there is not, nor can there be, any sphere of activity that cannot be won by the Communists; above all, it is dictated by the fact that broad strata of the proletariat and even broader strata of the non-proletarian toiling and exploited masses still exist everywhere, who continue to believe in bourgeois-democratic legality and whom we must undeceive without fail.

13.In particular, the conditions of the working-class press in most advanced capitalist countries strikingly reveal the utter fraudulency of liberty and equality under bourgeois democracy, as well as the necessity of systematically combining legal work with illegal work. Both in vanquished Germany and in victorious America, the entire power of the bourgeoisie’s machinery of state and all the machinations of the financial magnates are employed to deprive the workers of their press, these including legal proceedings, the arrest (or murder by hired assassins) of editors, denial of mailing privileges, the cutting off of paper supplies, and so on and so forth. Besides, the news services essential to daily newspapers are run by bourgeois telegraph agencies, while advertisements, without which a large newspaper cannot pay its way, depend on the “good will” of the capitalists. To sum up: through skulduggery and the pressure of capital and the bourgeois state, the bourgeoisie is depriving the revolutionary proletariat of its press.

To combat this, the Communist parties must create a new type of periodical press for mass distribution among the workers: first, legal publications, which, without calling themselves communist and without publicising their links with the Party, must learn to make use of any legal opportunity, however slight, just as the Bolsheviks did under the tsar, after 1905; secondly, illegal leaflets, even the briefest and published at irregular intervals, but reprinted at numerous printshops by workers (secretly, or, if the movement has become strong enough, by the revolutionary seizure of printshops), and providing the proletariat with outspoken revolutionary information and revolutionary slogans.

Preparations for the dictatorship of the proletariat is impossible without a revolutionary struggle, into which the masses are drawn, for the freedom of the communist press.

Rectification Of The Political Line— Partly Also Of The Composition— Of Parties Affiliated Or Desiring To Affiliate To The Communist International

14.The measure in which the proletariat in countries most important from the viewpoint of world economics and politics is prepared to establish its dictatorship can be seen with the greatest objectivity and precision in the fact that the most influential parties of the Second International, viz., the French Socialist Party, the Independent Social-Democratic Party of Germany, the Independent Labour Party of Great Britain and the Socialist Party of America, [7] have withdrawn from this yellow International, and have decided—the first three conditionally, the latter even unconditionally—to affiliate to the Third In ternational. This proves that not only the vanguard of the revolutionary proletariat but its majority too have begun to come over to our side, convinced by the entire course of events. The main thing now is the ability to consummate this process and to consolidate firmly in point of organisation what has been achieved, so as to advance all along the line, without the slightest wavering.

15.All the activities of the parties mentioned (to which should be added the Socialist Party of Switzerland, [8] if the telegraph reports of its decision to join the Third International are true) show—as any periodical of these parties will strikingly confirm—that they are not yet communist, and quite often run directly counter to the fundamental principles of the Third International, viz., the recognition of the dictatorship of the proletariat and Soviet government in place of bourgeois democracy.

Accordingly, the Second Congress of the Communist International must resolve that it cannot immediately accept the affiliation of these parties; that it endorses the reply given by the Executive Committee of the Third International to the German “Independents” [9] ; that it confirms its readiness to conduct negotiations with any party that withdraws from the Second International and desires to enter into closer relations with the Third International; that it will admit the delegates of such parties in a deliberative capacity to all its congresses and conferences; that it sets the following conditions for the complete adhesion of these (and similar), parties with the Communist International:

1)All decisions of all Congresses of the Communist International and of its Executive Committee to be published in all the periodicals of the parties concerned;

2)These decisions to be discussed at special meetings of all sections or local organisations of the parties;

3)After such discussion, special congresses of the parties to be convened to sum up the results, and for the purpose of—

4)Purging the parties of elements that continue to act in the spirit of the Second International;

5)All periodical publications of the parties to be placed under exclusively Communist editorship.

The Second Congress of the Third International should instruct its Executive Committee formally to accept these and similar parties into the Third International after ascertaining that all these conditions have actually been met and that the activities of the parties have assumed a communist character.

16.As to the question of the conduct of Communists now holding a minority of the responsible posts in these and similar parties, the Second Congress of the Communist International should resolve that, in view of the obvious growth of sincere sympathy for communism among working men belonging to these parties, it would be undesirable for Communists to resign from the latter, as long as they can carry on work within them for the recognition of the dictatorship of the proletariat and Soviet government, and as long as it is possible to criticise the opportunists and Centrists who still remain in these parties.

At the same time, the Second Congress of the Third International should declare in favour of Communist groups and organisations, or groups and organisations sympathising with communism, joining the Labour Party in Great Britain, despite its membership in the Second International. As long as this party ensures its affiliated organisations their present freedom of criticism and freedom to carry on work of propaganda, agitation and organisation in favour of the dictatorship of the proletariat and Soviet government, and as long as this party preserves the character of a federation of all trade union organisations of the working class, it is imperative for Communists to do everything and to make certain compromises in order to be able to exercise their influence on the broadest masses of the workers, to expose their opportunist leaders from a higher tribune, that is in fuller view of the masses, and to hasten the transfer of political power from the direct representatives of the bourgeoisie to the “labour lieutenants of the capitalist class”, so that the masses may be more quickly weaned away from their last illusions on this score.

17.Concerning the Socialist Party of Italy, the Second Congress of the Third International considers that the criticism of that party and the practical proposals submitted to the National Council of the Socialist Party of Italy in the name of the party’s Turin section, [10] as set forth in L’Ordine Nuovo of May 8, 1920, are in the main correct and are fully in keeping with the fundamental principles of the Third International.

Accordingly, the Second Congress of the Third International requests the Socialist Party of Italy to convene a special congress to discuss these proposals and also all the decisions of the two Congresses of the Communist International for the purpose of rectifying the party’s line and of purging it, particularly its parliamentary group, of non-Communist elements.

18.The Second Congress of the Third International considers erroneous the views on the Party’s relation to the class and to the masses, and the view that it is not obligatory for Communist parties to participate in bourgeois parliaments and in reactionary trade unions. These views have been refuted in detail in special decisions of the present Congress, and advocated most fully by the Communist Workers’ Party of Germany, and partly by the Communist Party of Switzerland [11] , by Kommunismus , organ of the East-European Secretariat of the Communist International in Vienna, by the now dissolved secretariat in Amsterdam, by several Dutch comrades, by several Communist organisations in Great Britain, as, for example, the Workers’ Socialist Federation, etc., and also by the Industrial Workers of the World in the U.S.A. and the Shop Stewards’ Committees in Great Britain, etc.

Nevertheless, the Second. Congress of the Third International considers it possible and desirable that those of the above-mentioned organisations which have not yet officially affiliated to the Communist International should do so immediately; for in the present instance, particularly as regards the Industrial Workers of the World in the U.S.A. and Australia, as well as the Shop Stewards’ Committees in Great Britain, we are dealing with a profoundly proletarian and mass movement, which in all essentials actually stands by the basic principles of the Communist International. The erroneous views held by these organisations regarding participation in bourgeois parliaments can be explained, not so much by the influence of elements coming from the bourgeoisie, who bring their essentially petty-bourgeois views into the movement—views such as anarchists often hold—as by the political inexperience of proletarians who are quite revolutionary and connected with the masses.

For this reason, the Second Congress of the Third International requests all Communist organisations and groups in the Anglo-Saxon countries, even if the Industrial Workers of the World and the Shop Stewards’ Committees do not immediately affiliate to the Third International, to pursue a very friendly policy towards these organisations, to establish closer contacts with them and the masses that sympathise with them, and to explain to them in a friendly spirit—on the basis of the experience of all revolutions, and particularly of the three Russian revolutions of the twentieth century—the erroneousness of their views as set forth above, and not to desist from further efforts to amalgamate with these organisations to form a single Communist party.

19.In this connection, the Congress draws the attention of all comrades, particularly in the Latin and Anglo-Saxon countries, to the fact that, since the war, a profound ideological division has been taking place among anarchists all over the world regarding the attitude to be adopted towards the dictatorship of the proletariat and Soviet government. Moreover, a proper understanding of these principles is particularly to be seen among proletarian elements that have often been impelled towards anarchism by a perfectly legitimate hatred of the opportunism and reformism of the parties of the Second International. That understanding is growing the more widespread among them, the more familiar they become with the experience of Russia, Finland, Hungary, Latvia, Poland and Germany.

The Congress therefore considers it the duty of all Communists to do everything to help all proletarian mass elements to abandon anarchism and come over to the side of the Third International. The Congress points out that the measure in which genuinely Communist parties succeed in winning mass proletarian elements rather than intellectual, and petty-bourgeois elements away from anarchism, is a criterion of the success of those Parties.

July 4, 1920

[6] Lenin is quoting from Marx’s work “Zur Kritik der Hegelschen Rechtsphilosophie” (see Marx/Engels, Werke , Bd. 1, S. 385).

[7] The American Socialist Party was formed in July 1901 at a congress held in Indianapolis, as the result of a merger of groups that had broken away from the Socialist Workers’ Party and the Social-Democratic Party of the U.S.A. Among the new party’s organisers was Eugene Debs, a popular figure in the U.S. labour movement. The social composition of the party was not uniform, it contained native-born and immigrant workers, as well as small farmers and people of petty-bourgeois origin. The Centrist and the Right-wing opportunist leaders of the party (Victor Berger, Morris Hillquit and others) denied the necessity of the proletarian dictatorship, renounced revolutionary methods of struggle, and reduced all party activities to participation in election campaigns. During the First World War (1914-18) three trends appeared in the Socialist Party: the social-chauvinists, who supported the imperialist policy of the Administration, the Centrists, who opposed the imperialist war only in word, and the revolutionary minority, who took an internationalist stand and struggled against the war.

The Socialist Party’s Left wing, headed by Charles Ruthenberg, William Foster, William Haywood and others, relying on the proletarian elements, waged a struggle against the party’s opportunist leadership, for independent proletarian action and the formation of industrial trade unions based on the principles of the class struggle. In 1919 a split took place in the Socialist Party. The party’s Left wing broke away, bccoming the initiator and nucleus of the Communist Party of the U.S.A. At present the Socialist Party is a small sectarian organisation.

[8] The Social-Democratic Party of Switzerland (known as the Swiss Socialist Party) was formed in the seventies of the last century and affiliated to the First International. The party was re-formed in 1888. The opportunists were very influential in the party, and during the First World War took a social-chauvinist stand. In the autumn of 1916, the Party’s Right wing broke away to form their own organisation. The majority, headed by Robert Grimm, took a Centrist, social-pacifist stand, while the Left wing of the party adhered to an internationalist stand. The Great October Socialist Revolution in Russia influenced and strengthened the Left wing which, in December 1920, broke away and joined the Communist Party of Switzerland in 1921 (see Note 69).

[9] “Draft (or the Theses) of the R.C.P.’s Reply to a Letter from the German Independent Social-Democratic Party” (see present edition, Vol. 30, pp. 337-44).

[10] The Turin section accused the Italian Socialist Party with its conciliatory leadership, of failing to give a correct analysis of events, in the conditions of the revolutionary upsurge in Italy (1919-20) that had created the possibility of the seizure of political power by the proletariat, and of having failed to advance any slogan acceptable to the revolutionary masses, and expel the reformists from its ranks. The section made a number of practical proposals: the expulsion of the opportunists from the party; the formation of communist groups in each factory, in the trade unions, co-operatives, and army barracks, the setting-up of factory T.U. committees to organise control of production in industry and agriculture. The section demanded that work to prepare the working masses for the creation of Soviets should be begun at once.

[11] In October 1918, part of the Social-Democrat Left wing united to form the Communist Party of Switzerland. It was not a big party at the time, being represented by two delegates at the Second Congress of the Comintern.

In December 1920, the Left wing of the Swiss Social-Democratic Party broke away from it, and raised the question of forming a strong section of the Communist International in Switzerland. At a congress held in Zurich in March 1921, attended by 28 delegates from the Communist Party and 145 delegates representing the former Left wing of the Social-Democratic Party, the two groups officially united to form a single Communist Party of Switzerland.

Collected Works Volume 31 Collected Works Table of Contents Lenin Works Archive

Theses On Feuerbach 1938 translation of Marx’s original

Source : MECW Volume 5, p. 3; Written : by Marx in Brussels in the spring of 1845, under the title “1) ad Feuerbach”; This version was first published in 1924 — in German and in Russian — by the Institute of Marxism-Leninism in Marx-Engels Archives, Book I, Moscow. First Published : the English translation was first published in the Lawrence and Wishart edition of The German Ideology in 1938.

1) ad Feuerbach [1] 1

The chief defect of all previous materialism (that of Feuerbach included) is that things [ Gegenstand ], reality, sensuousness are conceived only in the form of the object, or of contemplation , but not as sensuous human activity, practice , not subjectively. Hence, in contradistinction to materialism, the active side was set forth abstractly by idealism — which, of course, does not know real, sensuous activity as such. Feuerbach wants sensuous objects, really distinct from conceptual objects, but he does not conceive human activity itself as objective activity. In Das Wesen des Christenthums , he therefore regards the theoretical attitude as the only genuinely human attitude, while practice is conceived and defined only in its dirty-Jewish form of appearance [2] . Hence he does not grasp the significance of “revolutionary”, of “practical-critical”, activity.

The question whether objective truth can be attributed to human thinking is not a question of theory but is a practical question. Man must prove the truth, i.e., the reality and power, the this-worldliness of his thinking in practice. The dispute over the reality or non-reality of thinking which is isolated from practice is a purely scholastic question.

The materialist doctrine concerning the changing of circumstances and upbringing forgets that circumstances are changed by men and that the educator must himself be educated. This doctrine must, therefore, divide society into two parts, one of which is superior to society.

The coincidence of the changing of circumstances and of human activity or self-change can be conceived and rationally understood only as revolutionary practice.

Feuerbach starts out from the fact of religious self-estrangement, of the duplication of the world into a religious world and a secular one. His work consists in resolving the religious world into its secular basis. But that the secular basis lifts off from itself and establishes itself as an independent realm in the clouds can only be explained by the inner strife and intrinsic contradictoriness of this secular basis. The latter must, therefore, itself be both understood in its contradiction and revolutionised in practice. Thus, for instance, once the earthly family is discovered to be the secret of the holy family, the former must then itself be destroyed in theory and in practice.

Feuerbach, not satisfied with abstract thinking , wants [ sensuous ] contemplation ; but he does not conceive sensuousness as practical , human-sensuous activity.

Feuerbach resolves the essence of religion into the essence of man . But the essence of man is no abstraction inherent in each single individual. In its reality it is the ensemble of the social relations.

Feuerbach, who does not enter upon a criticism of this real essence, is hence obliged:

1. To abstract from the historical process and to define the religious sentiment [ Gem�t ] by itself, and to presuppose an abstract — isolated — human individual.

2. Essence, therefore, can be regarded only as “species”, as an inner, mute, general character which unites the many individuals in a natural way .

Feuerbach, consequently, does not see that the “religious sentiment” is itself a social product, and that the abstract individual which he analyses belongs to a particular form of society.

All social life is essentially practical . All mysteries which lead theory to mysticism find their rational solution in human practice and in the comprehension of this practice.

The highest point reached by contemplative materialism, that is, materialism which does not comprehend sensuousness as practical activity, is the contemplation of single individuals and of civil society.

The standpoint of the old materialism is “civil” society; the standpoint of the new is human society, or social humanity.

The philosophers have only interpreted the world in various ways; the point is to change it.

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