credo che Chrysler sia gia' presente in Europa dato che Delta, Spippilon e i carrozzoni ammeregani sono venduti a marchio Chrysler (tranne in Italia)

La Chrysler Delta non è più in produzione

credo che Chrysler sia gia' presente in Europa dato che Delta, Spippilon e i carrozzoni ammeregani sono venduti a marchio Chrysler (tranne in Italia)

Solo in UK

Solo in UK

ecco, lo sapevo, un anno oltremanica ed ecco che anche per me UK diventa il 99.9% delle terre emerse.

scusate ho preso un granchio

Continuo a pensare che in UE di Chrysler arriverà giusto il Voyager nuovo.

Piccolo OT. Su Il Messaggero di oggi Maglione ha dichiarato che, alla presentazione il 6 maggio a Detroit del piano d'investimenti di FCA per il periodo 2014-2017, sarà ufficializzato il ritorno di Chrysler in Europa . Sarà vero o se lo rimangerà strada facendo !?!?!?!?!? Ai posteri............ Ha detto anche che la Maserati Alfieri, se sarà prodotta (probabile, a quanto dice l'Haraldo), sarà su piattaforma Ghibli (target di peso 1400 kg) e la sede produttiva sarà Mirafiori.

[OT dell' OT] Quindi probabile nasca anche un'Alfa sulla stessa piattaforma?

Festeggiamenti dell'inizio-produzione della Chrysler 200 presso lo stabilimento in Michigan. Dal blog ufficiale del marchio Chrysler :

Chrysler Blog - Celebrating the 2015 Chrysler 200

Alle ore 18:30 , ora italiana , c'è la diretta streaming !

Modificato 14 Marzo 201411 anni fa da lino68

Rap per festeggiare l'inizio della produzione della 200, a Mirafiori per il SUV Maserati....

Prime recensioni:

2015 Chrysler 200 First Drive | Edmunds.com

Chrysler Reinvents Its Midsize Sedan for the Mainstream

Published: 03/18/2014 - by Erin Riches, Senior Editor

Quick Summary: Chrysler has fully redesigned its midsize 200 sedan. Although the 2015 Chrysler 200 isn't significantly larger than its predecessor, it's a radically different car underneath and finally has what it takes to fight for a spot in your driveway. Highlights included a more powerful base four-cylinder engine, a new nine-speed automatic transmission that improves fuel economy and a totally revamped interior with upgraded materials and more amenities.

What Is It?

The 2015 Chrysler 200 is a front-wheel-drive midsize sedan, though all-wheel drive is available on the upper trim levels. This is a wholly different car from past models, as it uses a larger version of the underpinnings used for the Dodge Dart and Jeep Cherokee. Not only are the 200's suspension and steering systems all-new, but its more structurally rigid foundation contributes to a quieter, more composed ride.

When the new Chrysler 200 sedan goes on sale in the spring of 2014, it will come in four trim levels: LX, Limited, S and C. Prices start at $22,695 for a base LX four-cylinder model and top out around $37,000 for a fully optioned V6 AWD 200 C model. The 200 will only be sold in a sedan body style in this generation; a Chrysler 200 convertible won't be offered.

What Are My Engine and Transmission Choices?

As in the past, you can have either an inline four-cylinder or a V6 engine in the Chrysler 200, but for 2015, the four-cylinder is a far more viable choice. Standard on all front-wheel-drive 200 sedans, this 2.4-liter inline-4 features variable intake-valve timing and lift technology, and is rated at 184 horsepower.

Optional on front-drive S and C models and standard on the AWD versions is a newly fortified version of Chrysler's 3.6-liter V6 engine. Rated at 295 horsepower, it's currently the most powerful V6 available in a non-premium-brand midsize sedan.

With either of these engines, a new nine-speed automatic transmission is standard. It features four overdrive gears to improve fuel economy. All 200 S models include steering wheel-mounted paddle shifters. In addition, S models and any 200 equipped with the V6 have a Sport mode that sharpens up engine and transmission responses, provides slightly heavier steering effort and relaxes the intervention point for the electronic stability control (ESC).

How Does It Drive?

Four-cylinder versions of the 2015 Chrysler 200 are a pleasant surprise. This isn't the quietest or smoothest engine in this class, but there's plenty of power for passing and merging on the highway. The nine-speed automatic downshifts when you need it to, but the transmission in our pre-production test car sometimes held onto lower gears a little too long, leaving the engine revving at higher rpm for no good reason. Chrysler officials tell us they're still working on the final software for the new transmission.

Although the four-cylinder will meet the needs of most commuters, the V6 is easily the more desirable choice. It has plenty of power in any situation, as it never feels sluggish, even when engine speed drops below 2,000 rpm in 9th gear. It's also commendably quiet, but if you start getting aggressive with the gas pedal, it offers a satisfying exhaust note. Although downshifts are delivered quickly enough in "D," manual gearchanges executed with the paddle shifters in Sport mode aren't especially quick (nor are they rev-matched). The Chrysler engineers tell us we can expect quicker response on full-production models.

If you enjoy a quick drive on a twisty back road, you'll likely prefer the Chrysler 200 S model's sport-tuned suspension and 18-inch wheels and tires. The setup gives the car a sporty, buttoned-down feel around tight turns and makes it one of the better-handling midsize cars in this price range. If you just want to make time on the interstate, though, you'll probably be just as happy with the standard suspension calibration. We sampled a Limited model with this setup and 17-inch wheels and tires, and it still provided reasonable balance around turns along with an agreeable ride quality.

Brake pedal feel and response are quite good on both versions. Meanwhile, the electric-assist power steering is precise, but even on the Limited, it has a heavier effort level than most buyers will be expecting on a midsize sedan.

What Kind of Fuel Economy Can You Expect?

The EPA has not yet released fuel economy ratings for the 2015 Chrysler 200. However, Chrysler is predicting that four-cylinder models will earn a 35 mpg highway rating for 2015, which would be a significant jump over last year's four-cylinder 200, which rated only 31 mpg on the highway. The automaker also expects that front-wheel-drive V6 models will see a 7 percent improvement in their EPA highway rating, which would translate to a 31 mpg highway rating (up from 29 mpg in 2014).

What Safety Features Does It Offer?

In addition to the expected side-impact and side curtain airbags, every 2015 Chrysler 200 comes with knee airbags for the driver and front passenger. A rearview camera is optional on Limited and S models and standard on the C.

If you're looking for more advanced safety tech, a blind spot warning system with rear cross-traffic alerts is optional on S and C models only. On the C, this system is part of a larger SafetyTec package that also includes adaptive cruise control, a forward collision warning system (that can automatically initiate braking if the driver doesn't react), a lane keeping assist system, an automated parking system, automatic high-beam control and rain-sensing windshield wipers.

Halogen headlights are standard across the board, but HIDs are optional on S and C models.

What's the New Interior Like?

One of the biggest drawbacks to the previous Chrysler 200 was its dated interior that wasn't very special or distinctive. Chrysler's designers redoubled their efforts in the 2015 200, and the result is one of the better cabin designs in this price range.

It's shown off to best effect in S and C models equipped with the optional 8.4-inch infotainment interface, which includes navigation, text-to-voice capability and smartphone app integration. This large screen fills out the dash nicely and complements the automatic transmission's rotary-style shifter. If you pick out a C model, you'll get leather upholstery and an upgraded instrument panel with a configurable display (optional on the S) and, if you specify the optional Premium Group package, you can get real wood inlays in the cabin. These inlays are inspired by the iconic Eames chair and feature exposed edges.

That said, we also drove around in a Limited model with cloth upholstery and the standard 5-inch audio display. It doesn't look quite as state-of-the-art, but it's still a comfortable and functional interior furnished with high-quality materials.

All models feature a USB port that strategically routes your power cord to a handy storage shelf in the center console. And all models, except the base LX, have Bluetooth phone and audio connectivity. A keyless ignition-entry system is standard on every Chrysler 200. On most models, it allows passive access to the driver door and trunk, but on the C, you can also access the front-passenger door without digging in your pocket for the key. Dual-zone automatic climate control and rear-seat heating ducts are standard on the C and optional on the Limited and S.

Most shoppers will have little difficulty getting comfortable in the front seats, and a standard tilt-telescoping steering makes it easy to find a good driving position. However, the 2015 Chrysler 200 has less hiproom than most competitors, so if you're on the larger side, it may feel overly snug. The S model offers front seats with extra lateral bolstering, and we preferred them when driving on back roads with lots of tight turns.

How Spacious Is the Backseat?

A 5-foot-10-inch tall adult will have just enough room to get comfortable in the rear seat when the front seat is adjusted for another 5-foot-10 adult. Six-footers are likely to have issues as the 200 offers less rear legroom than most other midsize sedans.

What About Cargo Capacity?

Trunk capacity is 16 cubic feet, which is a good number for this class. A 60/40-split folding rear seat is standard on all trim levels.

What Are Its Closest Competitors?

Although the 2015 Chrysler 200 is a touch smaller than most other midsize sedans, Chrysler is nonetheless targeting the heavy hitters in this price range.

2014 Ford Fusion: Like the 200, the Fusion is notable for its handsome styling, composed handling and available AWD. It also has an impressive 240-hp turbocharged four-cylinder engine, though we don't love its infotainment interface.

2014 Honda Accord: The Accord is one of those cars that checks all the boxes. It has one of the roomiest, most comfortable interiors; an extremely fuel-efficient four-cylinder; and an overachieving V6.

2014 Nissan Altima: Another of our favorites in this class, Altima ekes outstanding fuel economy numbers out of its base four-cylinder engine and offers a superb ride/handling balance.

2014 Toyota Camry: Always a solid choice for a midsize sedan, the Camry offers lots of space and strong four-cylinder and V6 engines.

Why Should You Consider This Car

If you want to drive a midsize sedan that looks more expensive than it really is, the 2015 Chrysler 200 merits consideration as it's guaranteed to stand out against the competition It's also one of the better-handling cars in this class, and it's one of the more affordable V6 midsize sedans out there. If a slick infotainment system is important to you, the 200 arguably has the best audio-navigation interface in this class.

Why Should You Think Twice About This Car

If you need a large backseat to accommodate taller adults or children in car seats, the Chrysler 200 simply isn't as spacious as other midsize sedans. In addition, even with the arrival of a nine-speed automatic transmission, it won't match the fuel economy ratings of the most frugal four-cylinder sedans in this class.

Apprezzato il comportamento generale della vettura, ovviamente anni luce migliore rispetto alla generazione attuale; buone prestazioni motoristiche, ovviamente con particolare riferimento al V6. Molto graditi gli interni, con un ottimo rapporto qualità-prezzo; 4 cilindri non tra i più silenziosi, in particolare quando si spinge forte (e questo già si sapeva); spazio in altezza non dei migliori. Lodati allestimenti ed accessori-optionals. Cambio 9 marce buono ma migliorabile (ammesso da Chrysler......al solito è una pre-serie) In generale, comunque prodotto molto credibile e competitivo.

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KBB:

http://www.kbb.com/car-news/all-the-latest/2015-chrysler-200-first-review-an-entrant-finally-fit-for-a-tough-segment/2000010481/

For a while now, when someone said the words "Chrysler 200," people usually responded with various forms of cringing and grimacing. Let's just get this out of the way right now: The 2015 Chrysler 200 sedan changes all of that. Now when you say you own a 2015 Chrysler 200, it will no longer be met with furrowed brows. This all started back in 2009 when bankruptcy was the watchword in Detroit. Chrysler had the latest-generation 200 in the can, but its future was unknown just like the rest of the company. The American auto industry has pulled through since then, and after being acquired by Fiat, Chrysler now has the cash needed to never make the same mistakes again.Suit and Tie

We'll start with the obvious, the 2015 Chrysler 200 is all-new for the latest model year, and it's a sharp midsize sedan both inside and out. The new 200 has been redesigned from head to toe and, unlike other Chrysler Group products, the interior design is exclusive to it. Of course, there are some button and gauge sharing here and there, but the overall design is specific to the all-new 200. Gone are the days of straight lines and a dreary interior. Instead, curvy exterior styling is paired with an interior that could go up against any competitor in the midsize-sedan segment. When tasked with penning the insides, Klaus Busse, Head of Interior Design, Chrysler Group aimed to use furniture-grade materials, which can be seen in features like the real wood with an exposed edge on the dashboard.

Also: 12 Best Family Cars of 2014

Fiat-Chrysler CEO Sergio Marchionne allowed designers and engineers to start with a fresh slate when research and development on the 2015 200 began and it shows. With a coupe-like profile, sleek lines guide your eyes from the front to the back of the 4-door 200 which is a momentous change over the model it's replacing. Up front, the new Chrysler badge appears to be floating in the grille and is book-ended by projector headlights. Chrysler was aiming for a "timeless, exciting design," one that will be used as a template for future products. While the latest 200 only debuted earlier this year at the 2014 Detroit auto show, Chrysler is already banking on this fresh design to become the face of the company.

Build it (Better), They Will Come

Although you see it first, the exterior of the 200 sedan wasn't the only thing to get redesigned for the 2015 model year. Sixty percent of the body structure now consists of high strength steel and every driving component has been retuned solely for the 200. The team responsible for producing the latest 200 had a simple plan: Make it better and more efficient than what the competition offers, and they will come. If you make a product that makes people want to buy the car, then sales will take care of themselves. Sounds easy enough, right?

Well, not so fast. On paper, that strategy sounds like one of the easiest things you'll do all day. Except building a car, let alone one with less than a sterling reputation, is anything but. Chrysler had a healthy amount of self-awareness when it came to the 200 and took it all into consideration when redesigning the new car. This self-awareness was immediately evident as we sat down in the all-wheel-drive 200C AWD. The interior materials felt solid, the infotainment system worked exactly as it was told, and the new dial transmission knob hopped into place with authority. After getting situated in the cabin, it was then time to see how the entire package came together when rolling down the road.

Underneath the hood, Chrysler offers two options in the form of a 2.4-liter 4-cylinder Tigershark engine and its touted 3.6-liter Pentastar V6. Both are linked up with a 9-speed automatic transmission making this combination a first for the industry. Using a 9-speed automatic transmission allows the new 200 to take off quicker in first gear and achieve better fuel economy when cruising on the highway. We had a chance to sample both combinations and came away enjoying the 3.6-liter V6 and all 295 of its horses. If you opt for the smaller motivator, you get 184 horsepower, and while the EPA isn't finished certifying it yet, Chrysler has hinted at a 35 highway mpg number. The EPA is also in the process of certifying the 3.6-liter V6 engine, but no word on what to expect yet.

On the Road

During our time with the 2015 Chrysler 200, we sampled a few different trim levels of the midsize sedan including a 200C FWD (for front-wheel drive), 200C AWD, 200S FWD and a 200S AWD. As expected, the 200C FWD with the 2.4-liter 4-cylinder engine felt a little underwhelming, with power taking its time to show up. This was quickly rectified when we hopped into the 200C AWD with the 3.6-liter V6. Acceleration was plentiful and getting on the highway was a breeze. The Tigershark engine, on the other hand, needed some more time and space to do the same thing. As usual though, fuel economy benefitted from the smaller Tigershark engine but the Pentastar V6 mill was still registering in the mid-20 mpg range.

The transmission worked harmoniously with both engines and even played along when ordered into Sport mode. On the S model, paddle shifters mounted behind the steering wheel do a fine job for a vehicle in the midsize segment, and don't hinder the volume and tuning toggles hidden behind the spokes. Once on the open road, road and engine noise was kept to a minimum due in part to acoustic treatment of the wheel wells and an optional acoustic windshield and front windows. A new carpet lining the bottom of the interior also helps keep external noises at bay.

Also: 10 Best Luxury Cars Under $40,000

A few of the trims we tried, including the 200C AWD, featured Customer Preferred Package 26N (an additional $1,295) which tacks on safety features like Advanced Brake Assist, Lane Departure Warning, Full Speed Forward Collision Warning and Adaptive Cruise Control. There were a few stretches of road along our drive route that allowed us to test out the Adaptive Cruise Control, and we came away pleasantly surprised at how easy it was to use and how well it worked. Other features in this option package include rain sensitive wiper blades, Blind Spot Cross Path Detection and Parallel and Perpendicular Park Assist with Stop.

The Verdict

This is not your DaimlerChrysler's Sebring. In fact, it's not even remotely close to anything offered to the first-generation 200 model it's replacing. The 2015 Chrysler 200 is so far removed from its predecessor that it's literally a different car. And that's a really good thing. Like the rest of the segment, the 200 will no longer offer a convertible variant, but we think that's a good thing. It will be interesting to see how the 2015 Chrysler 200 stacks up against the competition once we get our mitts on it again. For the time being, though, Fiat-Chrysler should be proud because they gave one of their weakest offerings a real fighting chance in the most competitive segment. That in itself is an enormous accomplishment.

In tal caso, molto lodata la silenziosità di marcia del V6 e l'efficacia dell'Adaptive Cruise Control. Piace il comportamento del 9 marce, in particolare in modalità manuale con i paddles della versione S. Anche qui, prodotto solido e competitivo.

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Motortrend:

http://www.motortrend.com/roadtests/sedans/1403_2015_chrysler_200_first_drive/

Let’s face it, Chrysler has kinda been phoning in its midsize car entries since, when, maybe the original cloud cars, Cirrus, Stratus and Breeze? This chagrinned the new boss in the black sweaters, who asked his team to explain why the company offered three great entries in the miniscule large-car segment, while two crappy ones (then Sebring and Avenger) were being slaughtered by the Camry and Accord in the mighty midsize segment. The answer amounted to shrugged shoulders and finger-pointing at a Daimler organization model that gave cost-driven engineers full authority over the product with no responsibility for its sales. Marchionne’s edict: enough phoning it in; hang up and drive. The 2011 200 was a rush patch-it-up job funded by loose change scrounged from bankruptcy-courtroom couches. Whatever sales that car has garnered are testaments to the power of Chrysler’s advertising efforts, like the “Imported from Detroit” campaign. The resources allotted to this 2015, however, car will leave no room for excuses. A Carl Sagen-esque $1 billion were spent just on upgrading the Sterling Heights (suburban Detroit) assembly plant that builds it, for example. Credit or blame for the 200’s success will still go to the marketing team, which now bears full responsibility for the sales, profit, and loss of the 200, but also gets a big say in the product design phase. This major change from the Daimler days is causing guys like marketing brand manager Andy Love to log longer work-weeks than those his father Craig and grandfather Robert did in their careers in Chrysler engineering management.

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His strategy is stupid simple: Make people genuinely want this car by giving it more/better/different qualities than the competition offers. Efficiency is important, so the company’s thrifty 2.4-liter Tigershark engine (with MultiAir II) is hitched to a segment-first nine-speed automatic with an impressive 9.8 gear ratio spread (most competitors’ six-speeds span just 6.0). This means you can get a shorter first gear for quick launches and a super-tall ratio for highway cruising. The EPA highway target is 35 mpg, but official certification isn’t completed yet. Safety also sells family cars, so the 200 can be festooned with 60 standard and optional safety features, including Forward Collision Warning Plus (it’ll stop the car to prevent low-speed accidents), Lane Departure Warning Plus (it’ll steer you back into the lane), and Smart Beam (auto high-beam) headlamps. To attract a younger, sport-sedan audience (a mid-size niche not currently much catered to), the 200S offers Chrysler’s Pentastar V-6 tuned for a class-leading 295 hp and 262 lb-ft, sport-tuned suspension on 18- or 19-inch wheels, and the option of all-wheel-drive, with an S mode that splits the torque a bit more aggressively. Offering AWD is a bold, pricey gamble, but it narrows the competition to one: Ford Fusion. Speaking of which, that brand’s Titanium range-topper is challenged by the luxurious 200C which can be equipped with high-end like features ParkSense Parallel and Perpendicular Park Assist. Outside, the 200’s profile may look Fusion-esque, but design chief Brandon Faurote says the inspiration came from the drama and proportion of Virgil Exner’s Ghia show cars of the ’50s, with the strong shoulder and A-line of Elwood Engel’s fuselage cars of the ’60s. The exterior design is undeniably pleasing and harmonious, if less fresh than that original Cirrus. It cheats the wind with a Mazda6-rivalling 0.27 drag coefficient. Interior design honcho Klaus Busse sought inspiration from icons of American design like the Eames chair, which inspires the wood trim (genuine in 200C models with Premium group) on the dash and doors. You see a substantial edge and depth to it that suggests it’s structural, not decorative. Switching to a rotary gear-selector frees up space for a deep center console bin with an open stowage shelf beneath it, accessible from either side (the lower bin is lined with a mat depicting the skyline of Detroit). It all looks great, but this former Chrysler packaging engineer is troubled by a driver’s dead-pedal that sits noticeably aft of the accelerator pedal (making it hard for me to wedge in securely for spirited driving), and by the fact that the interior measures smaller than the segment frontrunners’. Shoulder-room is class competitive, but head and leg room are near the bottom of the category. At 37.4 inches, rear headroom equals that of the Accord and Altima, but my hair only grazes the 200’s ceiling, not the others on hand for comparison.

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After the walk-arounds, I strapped into a 2.4-liter Limited model, which is expected to outsell the base LX, S, and C. Having just driven a 2.4-liter Dodge Dart, I was pleased to find that the extra transmission ratios more than covered for the additional 200-plus pounds. When caning it hard, the exhaust projects a sporting snarl (accompanied by steering wheel vibrations). Sadly, the dial-a-tranny knob offers no means of selecting individual gears, and the computer didn’t choose optimally for every impending corner exit, but it never seems busy because this sort of hard running, where you hear the engine and gearshifts still only uses a handful of gears. The extra ratios are mostly above and below the ones you’ll be enjoying on a twisty-road. Wearing optional 18-inch Nexen CP671 tires aired to 38 psi all around, this Limited managed to scamper spryly through the twists and hills between Healdsburg and Highway 1 in northern California’s wine country, cornering hard without squealing and mostly absorbing minor bumps with an upscale suppleness. In one lumpy high-g corner I heard a bit of untoward clunking from the suspension, however. Next I tried two V-6 S models (FWD and AWD), which get little wheel-mounted shift paddles that don’t obscure the popular track/seek and volume toggles on the back of the wheel. These cars felt faster but nose-heavier, and I only noted a hint of torque steer in the front-driver when launching with the steering wheel turned. Twirl the tranny knob to S, and the steering assist stiffens and the shift schedule, throttle map, and (when fitted) all-wheel-drive torque distribution strategies are all optimized for max performance. Paddle-selected gears are maintained no matter what in S mode, and the I/P screen shows the selected gear, and plus/minus paddles, with the plus one glowing red when it’s time to upshift and the minus one turning yellow when a selected downshift is disallowed due to speed. S-mode also switches off traction control, but I switched it back on in the front-drive S because many of the corners were damp, and spinning front tires bring big understeer. The all-wheel-drive system, functionally equivalent to Jeep’s Active Drive I, saves fuel by idling the rear axle when torque is not required back there. Happily, I was never aware of the system spinning this hardware up to speed when conditions demanded. The general chassis demeanor inspired enough confidence to get me going faster than the brakes seemed happy with, prompting some pucker approaching one hairpin with a really hard pedal that wasn’t whoa-ing quite as anticipated. A moment’s cool-down had everything ready to rock again. The chassis remained neutral, resisting all my best attempts at Finnish flicking the thing into a rear-end slide.

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I rounded out the day in a 2.4-liter 200C with Premium pack, which gets more copper-hued brightwork inside, along with seat piping in a metallic brown. It looks great, and the Chrysler Uconnect user interface still strikes me as an industry leader. The test car had the full suite of safety and convenience gear, including active cruise with traffic-jam assist (it stops and goes automatically with traffic) and the option of disabling the active part and engaging normal cruise if preferred (or if the sensors get too schmutzed up with slush or mud). The lane-keeping function allows the car to step on or over the lane markers before steering back, which seems less useful than systems that cleave to the middle of the lane. And final calibration of the parking-assist system is still ongoing—this pre-production example positioned the car way over to the right edge of a perpendicular spot, and then scarred a 19-inch wheel in a parallel maneuver. Brief comparison drives in a Fusion, Accord, Camry, and Altima suggest the 200 will bring considerably more personality to the segment than the Asians, with a bit less back-seat space and—pending final production tuning—maybe a skosh less refinement. The Fusion is clearly its closest rival, and I’d guess Chevy and Ford are where much of the 200’s anticipated market-share increase will come from. I’d also wager that said gains will now be earned on the car’s merits, not on hail-Mary Super Bowl ads.

Motortrend si sofferma maggiormente sulle doti "sportivo-dinamiche" del mezzo ed al riguardo riporta un buon comportamento generale del mezzo, sia col 2.4 che col V6 (ovviamente è più apprezzato quest'ultimo); sottolinea ovviamente il fatto che l'auto è un po' "pesante" di muso col V6 (maddai!!!!!); riporta un leggero surriscaldamento dei freni della versione col V6, dopo un tratto di guida particolarmente "spiritata"; in generale comunque lodato il comportamento "neutro" della vettura, anche in presenza di significativi trasferimenti di carico; apprezzato il cambio, in particolare in modalità manuale. Volumetria generale, in particolare in altezza, non al livello della migliore concorrenza (vedi Accord). Anche qui prodotto considerato molto competitivo.

Modificato 19 Marzo 201411 anni fa da pennellotref

Se non erro sono state rilasciate altre immagini della 200 in occasione dei test drive

Sembrano commenti entusiastici... vedremo poi il responso delle vendite. 200 è una midsize comunque molto nota in America (certo più di quanto lo fosse Dodge con Dart nel segmento che ha affrontato). Ripero che mi sarebbe piaciuta molto in veste Lancia in Italia, ma ahinoi non la importeranno, secondo me non perchè non ne venderebbero, ma perchè vogliono evitare qualche conflitto interno...

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Se non erro sono state rilasciate altre immagini della 200 in occasione dei test drive

Le sto lurkando ora sul sito di motortrend...

Aggiungo:

a me, me piace...

Modificato 19 Marzo 201411 anni fa da nubironaSW