The Lancia Delta Integrale - Part 2

There are things in life that reach a legendary status for various reasons. The Lancia Delta Integrale, more than any other car, has reached this status partly because of its complete dominance of the rallying world for many successive years and partly because of the outraging looks of the Evoluzione models. Being a legend does not, of course, imply this car drives better than another, simply there's a certain aura around it that makes most people fall in love with it or, to say the least, arouses their curiosity.

It is not easy for a novice to find his way through the different Delta Integrale models that were produced over a relatively long period so here's a very brief description:

All models where based on the original Lancia Delta that was designed by Giorgio Guigiaro in 1979 who produced a remarkably time-resistant design. The chassis used was an evolution of the Fiat Ritmo's.

• The original model, launched during May 1986, was very close to a "normal" Delta with the addition of 4WD and a turbocharged engine. That was the Delta 4WD. It looked very close to the basic Delta but was a whole different car to drive. Its 2lt, 8 valve engine had an output of 165Bhp (150 in its "green" version).
• Then, in November 1987, came the Integrale 8V followed, in May 1989, by the Integrale 16V. These models had wider wheel arches and modified suspension settings (although the basic geometry and layout remained the same) and more powerful engines (185Bhp for the 8V, 200Bhp for the initial 16V). Some countries, like Switzerland and Germany, would only import catalytic (green) engines. Lancia were not able (willing?) to produce a 16V catalyst equipped engine so they marketed special editions of the 16V and initial Evoluzione models in which they fitted an 8V catalytic engine (178Bhp).
• In October 1991 Lancia produced the first Evoluzione model, sometimes referred to as Deltona. The car had a much wider body, different front suspension attachment points, longer suspension travel, additional air intakes, wider track, bigger front brakes with 4 pot aluminum calipers and a radiator to cool the power steering fluid among other minor changes. The Delta Evoluzione was fitted with a 16V engine that had an output of 210Bhp. The "green" countries still imported the Evoluzione fitted with an 8V engine and only 185Bhp. The Evoluzione I unfortunately maintained the undersized 15" wheel but added 5 spoke hubs and a different, stronger, wheel design.
• By June 1993 Lancia managed to produce a catalytic converter equipped version of the 16V engine and fitted it in the Evoluzione II . It had an output of 215Bhp, new engine management (still the excellent Magneti-Marelli IAW but running at 8MHz and using double the memory capacity compared to the previous ECU), a more sophisticated knock sensor was fitted to the engine bloc, a double ignition coil with dual outputs on each coil and contact-less ignition and, finally, 16" wheels. This version was not used as an FIA GroupA homologation special so Lancia took the opportunity to produce a more civilized and progressive car. A smaller turbocharger was fitted, as compared to previous versions, and this resulted in less turbo lag but also less engine responsiveness in high revs. The Evoluzione II is significantly less performing than its predecessor but far more driver friendly and pleasant to drive on an everyday basis.  The Evoluzione II Kat version is sometimes, wrongly, referred to as Evoluzione III.

The last Delta Integrale left the Maggiora factory in November 1994.

Comparing the initial Delta 4WD to the Evoluzione II can help you realize the stages of development the Lancia Integrale went through. Eight years on steroids added a whole 10cm to the front and rear tracks of the car. The Lancia's width grew by some 15cm! during the same period. Note also that the Evoluzione series of the Integrale are as wide and use the same track width as current WRC class cars! Finally the 2lt engine's output gained a whole 30% over 7 years of development evolving from the original 165Bhp to 215Bhp.

Basically all the models use the same transmission, 4WD train, engine bloc and suspension geometry. What differentiates them is mainly the engine's output and management and of course the chassis. The Evoluzione models are the ones that display the best handling characteristics and feel more "reassuring" to the driver. Previous models, although very quick and impressive, have a certain savageness and unpredictability in them at the limit of grip.

Lancia is the most successful manufacturer in world rallying ever. The company has more than 74 victories on its account and 11 World Rally Championships (6 won with the Integrale, a unique figure in the WRC for any car). The Delta Integrale, all versions combined, has scored 46 WRC wins, another unique and unmatched figure. Naturally Lancia was the manufacturer best prepared to face the shift from Group B to Group A in 1987. They had a production car, at the time, which was far better suited for rallying than any other on the market. This car was the Delta 4WD. It naturally won all the main events the year Group B cars where banned (1986) and became world champion in 1987. It evolved, through the years (from 1987 to 1992) to be called Integrale then Integrale 16V and finally Integrale Evoluzione. It won 6 world rally championships far more than any other car. Lancia being the most serious manufacturer to have ever taken part in rallying the best drivers have driven for them: Kankkunen, Biasion, Auriol, Alen, Toivonen, Röhrl and even Carlos Sainz, they have all been behind Lancia steering wheels. Lancia is also the most successful team in the WRC with cars such as the Stratos - 17 WRC wins, 037 (a.k.a. Rally) - 6 WRC wins, the Delta S4 in Group B - 5 WRC wins and the Delta Integrale in Group A - 46 WRC wins. We'll only deal with the latter in the next pages.

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