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The Delta is powered by one of four, 4-cyl turbocharged engines: 120hp and 140hp 1.4-litre petrols, plus two diesels – a 120hp 1.6-litre and a 165hp 2-litre. I drove a 1.6-litre MultiJet diesel with a 6-speed manual (a 6-sp semi auto is also available). With a generous 300Nm (222lb/ft) of torque, I found it to be more than adequately punchy with enough power to handle any normal driving situation, although with a 10.7 sec 0-62 time and a 120mph max it’s actually the lowest performing version. The others range from 8.5 to 9.2 secs for the 0-62 sprint, with top speeds from 121mph to 133mph.

Despite its challenging exterior styling, the Delta follows the common C-sector hatchback formula with a transverse front-mounted engine with front wheel drive. (There’s no word of a 4WD Integrale version yet.) The Delta features what’s described by Chrysler as an ‘Absolute Handling System with Drive Steering Torque’. This is an amalgamation of existing technologies such as ESP and ASR, plus about half a dozen other systems acronyms. Although steering and handling is safe and predictable, the Delta’s major controls feel rubbery, and the car isn’t particularly lithe or athletic so it’s unlikely to appeal to enthusiastic drivers.

There’s no customer survey research available yet for this all-Italian Chrysler, so based on very little time with car I can only say that the Delta’s Fiat-derived engines, drivetrains and electrical systems should prove to be robust and long lasting, while its interior and general fit and finish is definitely a cut above what we’ve come to expect from traditional, Detroit-built Chrysler product. That said, the steering wheel, dash and centre console employ too much fake brushed-aluminium and other non-tactile hard plastics, and this all dilutes Chrysler’s assertion that the Delta is an affordable luxury car.

Euro NCAP hasn’t tested the Chrysler Delta as such, but as a 2008 model year Lancia it achieved the full five stars for adult occupant protection in the pre 2009 ratings. It also picked up a respectable 3 stars in the child occupant category. All models feature front fog lamps with cornering function, auto hazard warning lights, six airbags, stability control, Isofix child seat mountings and more, plus there’s remote keyless entry and an alarm and immobiliser.

The opening headline in Chrysler’s press info booklet proclaims that the new Delta is the ‘most spacious car in its class’. It goes on to say that it offers family saloon space in a compact hatchback body, that it provides the sort of interior space expected from a far larger vehicle, and that the Delta brings D-or even E-segment standards of space to the C-segment. All well and good, except that at 4,250mm long with a 2,700mm wheelbase, it’s arguably too large to be in the Golf/Focus-sized C-segment. Still, the Delta is indeed very roomy inside with lots of rear legroom, although with its high rising waistline, smaller children might struggle to see out. Unusually, the rear seats can slide and recline (by 25°), while cargo volume is 380 litres (60/40 split/fold rear seats up) and a capacious 1,190 litres with seats folded.

There are four basic trim levels: S, SE, SR and Limited, plus SE Nav and SR Nav versions. Prices start at £16,695 OTR for the petrol 1.4 S and rise to £25,695 for the range-topping 2.0 MultiJet Limited. All are well equipped as standard, but among the more exotic options is Bose audio (£820), full leather trim (£1,350), a powered panoramic sunroof (£950), lane departure control (£400) and automatic Magic Parking (£520). Combined consumption ranges from 61.4mpg (1.6 MultiJet auto) and drops to 44.8mpg (120hp 1.4). CO2 ranges from 120g/km to 146g/km. To summarise, the Delta may appeal to the few who want something practical but different, assuming that is, that they can ignore the Delta’s incongruous badge engineering.

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