Three engines will be available. A 68bhp 1.2-litre Fire EVO II petrol engine, the 84bhp 0.9-litre twin-cylinder Twinair petrol engine and a 94bhp 1.3-litre Multijet diesel engine. All three get stop-start as standard and all three drive a five-speed manual ’box as standard, although the DFN semi-auto ’box is an option with the Twinair engine.
The car’s styling is in keeping with the ‘floating roof’ theme that was launched with the current Delta, although the clamshell bonnet and shield-shaped grille is remarkably similar to that of the Chrysler PT Cruiser. Inside, it retains the same central instrument pod theme as the previous models, with the shift again mounted high on the centre.
What’s it like?
The Ypsilon is being sold - in Europe at least – both as offering ‘accessible luxury’ and as a premium city car. Odd, then, that the two most popular engine choices are so unlikely to deliver on this promise.
The Twinair, while impressively torquey and incredibly willing to work seamlessly around to the rev limiter, also has a very vocal, thrumming soundtrack. There’s no doubt that this remarkable little motor rather encourages the driver to press-on, swapping up and down the ’box to exploit the performance. To that end, the shift action is pretty (although not completely) clean and the lever very well-placed.
A drive in the diesel Ypsilon also revealed a distinctly less compliant ride and an engine that certainly made itself heard in cut-and-thrust city driving. Again, at odds with the luxury message.
It was hard to really nail down just how well the Ypsilon will ride in the UK, mostly because the Turin cobbles and craters were such a challenge. But out of town, the car seemed stable, unruffled and pretty able to cope with the odd sunken drain cover.
Overall, a car this short (with a wheelbase of just 2.39m) and light can’t help but be handy and nippy, but the Ypsilon has no great sparkle, either in the way that it steers, changes direction or rides. It exudes competency, but nothing more.
Upfront, the cockpit is wide enough for two adults to feel at ease and is a pretty comfortable place to sit, despite the rather high-set seats and lack of telescope adjustment for the steering wheel. In the back the story is rather different. While stretching the 500 platform has created a decent boot, the rear cabin is cramped.
The rear seat squabs are very short, the seatback very upright and headroom is limited, unless the double-glass sunroof is added. Even Lancia admits that the Ypsilon’s rear can only accommodate a 55th percentile person, which means half the population can’t get comfortable.
Should I buy one?
If you are a Citroën C3 or Toyota Yaris owner, Chrysler would like to speak to you. If you put a premium on individuality, you might want to speak to them. If you are an enthusiastic driver, you probably won’t be impressed by the Ypsilon.
It’s the promises of luxury, however, that are hard to understand. Distinctiveness is certainly on the menu, both inside and out and that will be enough for Chrysler to sell the 6000 cars per year it is aiming at. But the excitable Twinair engine and the vocal diesel are the wrong powerplants for a car that wants to reflect small car luxury, and the interior plastics are not quite special enough.
And, at an expected £14,500 for the well-specced - but as yet unnamed - mid-range Twinair model (which lacks only the leather trim, fogs and bigger alloys of the range-topper) this car is in a very competitive market.