# Talk:Lancia LC2

I believe that all four racing years should be expanded more. Some of the points should be collaborated on.
The "Development" section needs a lot of work. It needs to be expanded, and sourced big time.
More refs are needed, as a few of them are just repeated over and over again, more would be nice.
If there are any concerns or comments please contact me on my talk page. If not, please fix these concerns and again leave me a message on my talk page when they are completed. iMatthew 2008 19:57, 25 March 2008 (UTC)

I have looked it over again, and a few things I mentioned above are my mistake. The racing years don't really need to be expanded, I see that most of the information is there. The development section however does need a lot of refs. Each paragraph in that section have 1-2 refs, and they are rather large paragraphs. Specifics that need refs are:
Having to meet the new Group C regulations that were introduced to the World Championship in 1982, Lancia (under the direction of Cesare Fiorio) needed an all-new car to replace the open-cockpit LC1s which ran under the now-defunct Group 6 formula, and hence were no longer eligible for points in the Championship.
 Done Re-written and cited.
The new Group C regulations envisioned by the FIA as a new method to equalize teams and manufacturers required coupé-style cars to meet certain fuel economy requirements, with teams given a set amount of fuel based on a race's distance.
 Done Source on the regulations for Group C added
Ferrari allowed Lancia to adapt the new naturally-aspirated 3.0-litres (183 cu in) four valve V8 which had been introduced in the Ferrari 308 GTBi QV in 1982.
 Done Source added about the origins of the Ferrari 308C engine.
The engine was reduced in capacity to 2.6-litres (159 cu in) and two KKK turbochargers were added to help the engine provide the fuel economy and power necessary.
 Done Source added regarding the use of turbochargers for fuel economy, as well as the fact that the engine ran in 2.6 liter form.
The engine was initially connected to a Hewland five-speed manual gearbox, which was replaced by an Abarth-cased unit in 1984.
 Done
The LC2 featured a large intake for the radiators in the nose of the car just as the LC1 had, unlike the contemporary Porsche 956s which drew all their air from behind and to the sides of the cockpit.
Inlets for the turbocharger intercoolers were also integrated onto the side bodywork of the car, immediately behind the doors.
At the rear, a pontoon-style design was adapted to the fenders with the large wing bridging across the pontoons. 
On the last three, I'm at a bit of a problem here.  I do not necessarily have any textual citations that can describe the mechanical layout of the LC2, but I do have photographic evidence which does clearly show the layout.  Most of them come from the external link that is provided with the article.  For instance, this is the radiator in the nose, this is a turbocharger and intercooler, this is a rear brake cooling duct, and this are the rear fenders in a pontoon style.  I'm not exactly certain how to cite a physical layout proven by photographs.
If refs cannot be found for those, just let me know. iMatthew 2008 22:03, 25 March 2008 (UTC)

Besides the problem with the mechanical layout of the LC2, I'm still looking for one source describing the replacement of the LC1 and the end of the Group 6 rules and such. The359 (talk) 19:21, 27 March 2008 (UTC)
Now done with finding a final source regarding Group 6/LC1. The359 (talk) 18:45, 28 March 2008 (UTC)
For the last three, maybe you should have the source be the page of the website that you found the pictures. iMatthew 2008 23:31, 28 March 2008 (UTC)
 Done Added.
I've looked over the article again, and have decided to pass it. iMatthew 2008 23:50, 28 March 2008 (UTC)

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