Lancia k '98

The Lancia k range is extended by the sophisticated Coupé, available in three versions:

This broad and diversified range will help the model reinforce its position on Italian and European markets.
In Europe, the Lancia k's market segment has fluctuated over the past five years. This trend is at odds with the steady increase experienced by the market as a whole: sales rose from just over 11 million in 1993 to more than 13,260,000 last year. The Lancia k's band rose initially (from 1993 to 1995) and then fell over the last two years and now represents 8.53 per cent of European sales. Against this backdrop, the Lancia k has managed sales of some 80 thousand since its launch.
Some 50 thousand of this total were recorded during the last three years in Italy, where Lancia achieved a total sales figure of 11,500 cars in 1997 with a 12 per cent market share.
The two niche versions of the Lancia k Station Wagon have sold more than 3,000 in total since their launch. The Lancia k Coupé has sold some 1,600 in the ten months since its launch.

The 2.4 JTD
Lancia has always opted for the most advanced engineering and technological solutions and could hardly overlook the revolutionary Unijet direct injection system produced by Fiat research and manufactured by Robert Bosch. This world first was first fitted to a standard production model with the advent of the Alfa 156. It heralds a new era for diesel engines. Compared to conventional engines, JTD diesel engines run more smoothly, produce fewer emissions and consume less fuel. They are also more noiseless (up to 8 dB less) and perform better.
These attributes are perfectly in keeping with Lancia style: its great saloons are designed to ensure high comfort and performance - delivered smoothly and gradually.
This was the thinking behind the decision to replace the current turbodiesel with the five-cylinder 2.4 JTD. The new unit increases power (from 124 to 136 bhp) and torque (from 25.5 to 31 kgm at 2000 rpm) for improved performance. Top speed increases from 193 to 202 km/h and time taken to accelerate from 0 to 100 km/h drops from 10.7 to 10 seconds. Fuel consumption also drops: from 12.6 l/100 km to 10.2 over an urban cycle; from 6.5 to 6.2 l/100 km out-of-town; from 8.4 l/100 km to 7.7 over a combined route.
The secret behind the 2.4 JTD's ability to achieve results that are normally mutually incompatible (increased performance and reduced fuel consumption) lies concealed within the Unijet system. In the new system, injection pressure does not depend on engine rpm but is managed independently by an electronic control system. Pre-ignition also takes place, due to a very short pilot injection of diesel fuel.
In current systems (whether prechamber or direct injection type), the injectors are supplied by a mechanical pump (often electronically controlled) and injection pressure increases in direct proportion to engine rpm. This property means that combustion cannot be improved on past a certain level - and the same therefore applies to performance, noise levels and emissions.
In the Unijet system, injection pressure is independent of engine rpm and load (accelerator position) because the injection pump generates pressure by build-up. The electronic pump and injector control system also make it possible to optimise injection pressure and the amount of fuel injected at each engine service point.
The electronic control system makes it possible to use very high injection pressure and deliver minimal fuel quantities, i.e. to produce a pre-injection pulse known as a pilot injection. Two features of this system offer great benefits to the driver. The first (build-up) allows more effective combustion and thus improved efficiency and performance. The second (pilot injection) greatly reduces noise and combustion levels.
The high pressure value allows a significant reduction in fuel consumption and smokiness, while the pilot injection sets up ideal temperature and pressure conditions in the combustion chamber for the main injection pulse to take place. By preheating the combustion chamber, the pressure gradient throughout the cycle is drastically reduced. This gradient is responsible for combustion roughness and the typical metallic noise produced by conventional direct injection engines.
Other attributes of the 2.4 JTD's construction include a multilayer steel cylinder head gasket for an effective seal, a close deck ductile cast iron crankcase with integral cylinder liners and a light alloy cylinder head. Inside the crankcase, the pistons feature an omega-shaped combustion chamber and the cylinder head contains spiral intake ducts that swirl the air round to promote mixing with the fuel. The two valves per cylinder, parallel and vertical, are operated directly by a single overhead camshaft. There are no prechambers, naturally, because the entire combustion process takes place in the combustion chamber within the piston.
The auxiliary drive pulley is double-acting, i.e. it can reduce crankshaft torsional vibrations and also stress on the belt and driven auxiliary components. Turbocharging is performed by a variable geometry turbocharger that ensures high peak power and excellent torque at low speeds. As the name suggests, the drive may alter vane angle to speed up or slow down gas speed and hence turbine speed. It is connected to an intercooler.
The 2.4 JTD is also fitted with a dual mass flywheel (one mass integral with the crankshaft and the other with the gearbox mainshaft). This reduces vibrations at low speed for quieter transmission and greater driving comfort. This factor is also increased by a counter-rotating balancer shaft that further reduces noise and vibration.

The 2.0 five-cylinder turbo
Lancia k's will also now be fitted with the lively turbocharged five-cylinder unit already well-known for its exuberant performance. Compared to the previous unit of corresponding capacity, the new engine offers higher power (from 205 to 220 bhp), torque (from 30.4 to 31.5 kgm at 2750 rpm) and top speed (from 235 to 243 km/h).
The basic attributes of this power unit remain unchanged. It still offers very smooth running (comparable to the performance of a six-cylinder-in-line unit) and a sophisticated turbocharging unit: a turbine-compressor system with an incredible air output of more than 700 m3/h. Apart from this, the unit also eliminates turbo-lag, i.e. the delayed response typical of many turbocharged engines when the driver calls on the engine to produce power quickly with the engine running at low speeds. On the 2.0 five-cylinder 20v turbo, this fault has been overcome by adjustments to timing, the electronic control unit and also intake and exhaust valve geometry. Turbocharger unit inertia has also been reduced.
Yet the most telling feature is the delicate work carried out by engineers to adapt the exuberant nature of the engine, so far only used on an out-and-out sports model, to the type of performance customers expect from a Lancia. This refinement has been carried out to make power delivery smoother and more gradual while simultaneously improving comfort and noise levels.
One change has been the adoption of a flexible subframe to dampen noise and vibration transmitted to the body (a new compound has also been adopted to improve the efficiency of the rubber mounting pads). Another new feature is the addition of a split timing system: on the Lancia k, the system is controlled by two belt drivers, one driving the coolant pump and the other driving the auxiliary components. The vane compressor has also been replaced with a much quieter variable displacement unit.
Noise has also been reduced on the Lancia k by a much more rational air supply system. Air is taken in beneath the front beam by a broad manifold and follows a very direct route to the air intake manifold. This helps the engine to breathe better (no load is lost) for more efficient, noiseless running.
An extra device (quarter wave resonator) has been added immediately after the filter. This reduces the noise of the incoming air column still further. A bigger, highly effective exhaust silencer has also been added.
Comfort means silence and lack of vibrations. A dual mass damping flywheel has therefore been fitted on the clutch to reduce cyclic engine irregularities and eliminate all running noise. The engine control unit setting has also been changed to ensure a flatter torque curve. The torque rating is unchanged, but it is delivered in a much more linear and gradual manner.
Lastly, the intercooler is specially configured to reduce maximum coolant temperature by three or four degrees and ensure more effective cooling. All this benefits reliability and engine life.
All this horse power is harnessed to produce a controlled power output. Even cars fitted with the 2.0 20v turbo engine handle well and are as easy to drive as all other Lancias.

Fine tuning for greater elegance and comfort
The image of the Lancia k saloon and Station Wagon is essentially unchanged. A very few minor changes have been introduced to accentuate the car's elegance and comfort. On all versions, the front and rear bumper strip is now painted in the same colour as the car (it used to be black). The gear lever knob and gaiter are leather trimmed. The steering wheel is now fitted with a rocking horn cover so that the entire steering wheel centre is pressure-sensitive.
The facia and trim colour has been changed. Now they are a uniform anthracite grey. The walnut effect of the new central console is no longer opaque but glossy.
A new adjustable armrest has also been added between the front seats. It is secured to the central console and the car floor pan with a roomy oddments compartment inside. The compartment is hidden by a cover trimmed in the seat material. The armrest may be raised from its normal horizontal position until it has reached the required height. It can be released by pressing a switch and pushing down.
The range of body shades has been extended by two brand new colours: ivory and Venus grey (both metallescent). The standard equipment package common to all Lancia k cars now includes a remote control door opening unit.
Individual versions have undergone further changes. The saloon 2.0 turbo and 3.0, for example, are fitted with stylish 16" alloy wheels with 5 studs and 6 1/2" tread as fitted on the Coupé.
The saloon 2.0 turbo version deserves a section to itself. This lively performer now comes with a different specification. This underscores the car's sporty temperament - also accentuated by a limited colour range that includes the five most vivid colours: Apollo Blue, Uranus Grey, Pluto Green, Black and Noble Red.
Outside, the car can be easily identified by the moulding surrounding the side windows (now in gun-barrel coloured anodised aluminium), the body-coloured door handles - and the 16" alloy wheel trim.
Inside, perforated Alcantara trim comes as standard. A choice of anthracite grey, beige or bordeaux is available.

Four significant options
The Lancia k's options are also extremely high tech. Some of these, such as cruise control and a sophisticated smart automatic transmission (self-adaptive, sequential type) are due to make their appearance in autumn. Others will be available straight away. The latter include xenon headlamps, a radio navigator, side airbags and a sensor able to detect the presence of a passenger in the seat alongside the driver.

Xenon headlamps
These gas discharge headlamps offer improved emitted light quality and excellent performance under all atmospheric conditions. The bulb of xenon headlamps is brighter than a conventional bulb, distributes the light beam more effectively and lasts longer. Inside the headlamp, the normal filament is replaced by two electrodes spaced a few millimetres apart which generate an electrovoltaic discharge in an environment saturated with low-pressure xenon gas.
The results achieved by gas discharge headlamps compared to conventional filament headlamps can be summarised in a few lines: the emitted light flow is doubled from 1500 to 3000 lumen, efficiency is virtually quadrupled (from 25 to 85 lumen per Watt) and hours of duration double from 1500 to 3000.
Because the new system performs so much better (brighter, more far-reaching light), the xenon headlamps come complete with an automatic headlamp alignment corrector to prevent oncoming drivers from being dazzled. By automatically reversing the response to car static changes (different load on the axes) and dynamic changes (due to acceleration and deceleration), the device also offers greater driving comfort. The area lit by the headlamps is also much more constant.

Radio Navigator
The Lancia k is the first Italian car to be fitted with a combined system that performs both radio and navigator functions. The radio navigator is the Bosch/Blaupunkt RNS 2 system. It is small enough to be built into the facia like a normal radio.
By means of a generous display and vocal messages in six languages (Italian, English, German, French, Spanish and Dutch), the device tells the driver the fastest route to a given destination. The driver simply indicates the chosen destination and the electronic co-pilot immediately takes over and warns the driver in advance (by means of visual and vocal messages) of direction changes.
The radio navigator also provides further useful information, such as the number of kilometres to the destination, time required to cover the distance, name of the road along which the car is travelling and the name of the next road.
The first indication of car position is received very quickly - less than three seconds after starting up the car. Position is computed by the navigation computer using signals from a satellite GPS aerial and a gyroscope.
All the necessary navigation software is stored on a CD-Rom. Data can therefore be updated by simply replacing the disc. The CD contains a map of all Italy (including the islands). All road categories are not yet fully covered, but the map is continually updated.
The radio navigator is also designed to allow dynamic navigation in the future. This will be based on data contained in electronic maps and also on traffic information broadcast from the outside via radio or telephone.
The RNS 2 is controlled by Direct Software Control (DSC), which is used to establish operating specifications as with a radio. Power and basic audio reception are excellent. The audio reception is extended by two separate RDS receivers that exclude interference and allow for imperceptible frequency changes (while also, naturally, playing important traffic news during the trip).
Four high-power channels ensure a clear sound. The cassette compartment is concealed behind the power-assisted display - which slides downward when pressed lightly. The cassette player may be replaced by an optional CD-changer.

Side airbags
The Lancia k is fitted with side airbags to protect front seat passengers when the car is struck from the side. The airbags protect the thorax, the pelvis and part of the head.
In the version adopted (along with the Alfa 156, Lancia k cars are the first Fiat Group cars to be fitted with this device), the side airbags are housed inside the front seat squab. One advantage of the chosen configuration is that airbags are smaller in volume but still offer the same protection as bigger airbags housed in the door. Above all, this airbag offers the best protection to occupants regardless of stature, position and seat setting.
An airbag enclosed in the seat opens in a way designed to minimise the possible consequences of contact between bag and passenger. It moves away from passengers instead of moving towards them, as in the case of an airbag housed in the door.
Altogether, the system is made up of three components. Sensors located on the central pillars receive an excessive side acceleration signal upon impact and send it to the electronic control unit. The control unit also receives the acceleration signal independently, compares it with input from the sensors and - when necessary - commands the side airbags to open. The airbags are nylon, measure about 12 litres in volume and inflate in 5-6 milliseconds.
The electronic control unit that controls side airbag opening also controls the front airbags and the seat belt pretensioners. All these devices are controlled as part of an integrated system designed to offer car occupants progressive protection. The system will always respond in a manner consistent with the severity of impact. It will not intervene, for example, in the case of side impact at a speed lower than 15 km/h.

Passenger presence sensor
To reduce car repair costs after an accident involving airbag inflation, Lancia k cars can be fitted with a passenger presence sensor. When the seat next to the driver is unoccupied, the control unit (if present) disables the relevant front and side airbags and the pretensioner.
The sensor is fitted between seat padding and trim and covers the entire sitting area (but not the side panels). It can detect the presence of a person regardless of the position assumed or whether a seat belt is worn or not.
The airbag is deactivated 30 seconds after the seat is vacated. An amber warning light on the control panel comes on to indicate that this has taken place.
The device is naturally compatible with the seat heater and, like the other airbag system components, is continually monitored by the electronic control unit. If faults occur, signals are ignored and the system behaves like a conventional system, i.e. it maintains airbags and pretensioner active.