|
This article was first published in 2004.
|
When the FIA introduced the Group A category for rally cars in 1986 it
started a whole new era of performance road cars.
Lancia entered Group A competition with a heavily reworked version of the
Delta hatchback and, before its debut, few critics thought it had the winning
ingredients. Nobody in their wildest dreams thought it would become an
all-dominating rally car – let alone one of the fastest production hatchbacks of
all time!
The Lancia Delta (originally designed by Giorgio Guigiaro) was first
introduced to the European market in 1980 and had been serving well as a basic
commuter vehicle. Sure, a front-wheel-drive turbo version was available, but it
was far from a real performance vehicle.
Keen to regain the rally success of the Lancia S4 Group B flier, the company
set to work re-engineering the Delta platform to accommodate a permanent 4WD
driveline. This vehicle was to become known as the Delta HF 4WD.
Lancia went for a Ferguson viscous centre coupling to drive the front and
rear wheels. Front-to-rear torque split (in static conditions) was 56:44
front-to-rear. The front differential was an open design, but the rear employed
a sophisticated Torsen (torque sensing) differential. The rear diff could
provide up to 70 percent lock-up.
The Delta HF 4WD’s suspension arrangement was essentially the same as found on
conventional Delta models. There were MacPherson struts and lower wishbones at the
front and a strut-type IRS with transverse links and longitudinal reaction rods.
Anti-roll bars were fitted at each end. The 4WD version also received relocated
suspension mounts, altered springs and dampers and new alignment angles. The
standard rack and pinion steering came with power assistance.
Under the bonnet, Lancia decided to run with a Fiat-based cast iron 2.0-litre
transverse 4-cylinder with twin counter-rotating balance shafts. The cylinder
head on these early models was a basic 8-valve design. With a static compression
ratio of 8.0:1, electronic fuel injection, a Garrett turbocharger and an
air-to-air intercooler, its output was impressive for the time. Up to 123kW
(165hp) was on tap at 5250 rpm and there was a maximum of 286Nm of torque.
Note that only 112kW (150hp) was available in some counties.
Visually, the five-door Delta HF 4WD hatch was subtly differentiated from the
existing front-wheel-drive turbocharged model. The 4WD got quad headlights,
integrated fog lights, side skirts and a pair of bonnet air intakes. Rolling
stock was nothing exciting with just 185/60 tyres worn on lightweight 14-inch
alloys.
Weighing around 1200kg and driving through a 5-speed manual gearbox, the
Delta HF 4WD could accelerate from standstill to 100 km/h in 6.6-seconds and had
a top speed of 214 km/h (claimed). However, these first Delta 4WD turbos were
quite nervous handlers. A short wheelbase, a narrow track and limited suspension
travel made competition difficult.
The Lancia HF 4WD was marketed to the public from 1986 but its first Group A
outing didn’t come until 1987. The wait was worth it, though, as the works team
Delta HF 4WDs snatched both the drivers’ and manufacturers’ rally world
titles in its first year.
But the Delta HF 4WD was short-lived.
The Lancia Delta HF Integrale stepped in as the replacement in late 1987.
This model brought numerous engine upgrades – none more important than a larger
Garrett T3 turbocharger. These improvements gave a 15kW (20hp) increase,
bringing the total up to 138kW (185hp) at 5300 rpm.
Lancia now felt confident to give its baby boomer a look of its own. The
Integrale is immediately noticeable thanks to its bulging guards, which are
necessary to accommodate upsized 195/55 tyres and 15 x 6-inch alloy rims. The
bonnet got the louvre treatment and the side skirts and bumpers were revised.
The front ‘bar also scored air intakes and rectangular fog lights.
Larger tyres and shorter final drive gearing helped the Delta HF Integrale
accelerate to 100 km/h in as low as 6.4-seconds, but – thanks to its wider body
and tyres – top speed remained at 214 km/h. Recognising the deficiencies of the
original Delta 4WD, Lancia also moved to larger 284mm ventilated front discs and
a larger master cylinder. The suspension was again revised.
In the 1988 rally season, Lancia achieved victory in an amazing ten out of
eleven events – again, taking home the drivers’ and constructors’ titles. But
rest assured they weren’t becoming complacent...
For 1989, Lancia was to up the ante with an even more potent 16-valve version
of HF Integrale.
The new 16-valve engine gave the 2.0-litre engine much improved top-end
breathing – and engineers also took the opportunity to make some other changes.
Larger injectors, a revised intercooler and upsized turbo were amongst these
additional changes. Peak power was now at the magic 149kW (200hp) mark.
Note that in some counties the 16-valve engine was not available at this
time.
With 200 horses, the Delta HF Integrale 16-valver could hit a top speed of
221 km/h and the sprint to 100 km/h could now be completed in just 5.7-seconds.
We’re now getting seriously fast!
A telltale sign of the 16-valve engine is a raised centre bonnet section,
which is required for clearance. The HF Integrale 16V also received wider wheels
and 205-width tyres.
Interestingly, the permanent 4WD system was also updated to give more of a
rear-drive bias – the torque split was now 47 percent to the front wheels and 53
percent to the rear wheels. Four-channel ABS was also made available and kerb
weight had now increased to almost 1300kg.
Yes, this model also went on to win both world rally titles and – you guessed
it – Lancia had even more development in store!
The first Evolution model of the Delta Integrale was built in October 1991.
The Evolution (retrospectively dubbed Evolution 1) didn’t offer a great deal
more power, but it was much quicker point-to-point thanks largely to a widened
front and rear track – this requiring even further pumping of the guards! Park
an Evolution model alongside an early Delta 4WD and there’s an obvious 15mm
width difference.
The top of the front strut mounts were also raised to allow greater
suspension travel and a strut brace was then added. The rear suspension was also
revised with longer control arms for more consistent rear alignment angles. New
high-strength 5-stud wheels (derived from the rally car) were also fitted along
with bigger front calipers and a power steering cooler.
For the Evolution 1, the proven 16-valve 2.0-litre engine was remapped to
give 157kW (210hp) at 5750 rpm. This was essential to help compensate for the
increased weight and CdA - acceleration and top speed remained unchanged from
the previous model.
In addition to the widened guards, the Evolution 1 was distinguished by new
grilles in the front bumper, the bonnet got new lateral ventilation slats and an
adjustable roof spoiler was fitted. The car was now looking like a Group A rally
car straight off the showroom floor!
Like the models before, the Evolution 1 won both drivers’ and constructors’
world rally titles. Interestingly, though, the Evolution 1 was the last
homologation Delta for rally use by the works team. It was becoming increasingly
difficult to meet tightening emissions standards with the old engine design...
The final incarnation of this great car was the Delta HF Integrale Evolution
2.
Released in 1993, the Evolution 2 features an upgraded 16-valve engine
focussed on reduced emissions. These changes include sequential fuel injection,
closed-loop mixture control, revised knock strategies and standard fitment of a
cat converter. A much smaller water-cooled Garrett turbocharger was also fitted.
Despite all this, it is said that power increased from 157kW (210hp) to 161kW
(215hp). The torque curve was changed massively, with 314Nm available at a low
2500 rpm.
The Evolution 2 was the green and user-friendly Delta HF 4WD.
The Evolution 2 moved up to 16-inch alloy rims with 205/45 tyres. It also
came with an aluminium fuel cap, intake grilles on the front guards and further
colour-coding. Air conditioning and ABS became standard and, not surprisingly,
kerb weight was now up to 1340kg. Zero to 100 km/h acceleration and top speed
remained the same as the first 16-valve model – 5.7-seconds and 221 km/h
respectively.
Production of the Delta 4WD ended in November 1994. More than 44,000 units
were built during its nine-year lifespan and, in Group A rallying, it won an
incredible six consecutive constructors’ titles. Today, the Lancia Delta remains
one of the greatest rally cars of all time and has a strong aura that attracts
many enthusiasts....
One Australian Lancia enthusiast is Lee McCourt, the owner of this Evolution
2 Delta Integrale. Privately imported from Italy by the previous owner, it has
been owned by Lee for the past two years.
Over these two years, the car has been upgraded with a 3-inch exhaust, a
Pipercross air filter and a ball-bearing Garrett turbocharger on a custom exhaust
manifold. Sydney’s Silverwater Automotive also reprogrammed the factory ECU to
deliver (amongst other things) an increase in boost. A custom aluminium radiator
manages the extra heat that’s generated. Seventeen-inch competition magnesium
wheels and 215/40 Yokohama tyres complete the mods.
"I haven’t taken it down the quarter mile, but I’ve taken it to a track day
at Eastern Creek and, yeah, it flies," says Lee.
Nothing has changed – the Delta is still the hatch to beat...
|
Limited Edition Delta 4WDs
From 1992 to 1994 there were numerous limited edition models of the Delta
4WD.
These include the ‘5s’, ‘6s’, Gialla, Blue Lagos, Pearl White, Club Italia,
Club ‘HF’, Verde York, Dealer Edition and Final Edition. Specifications vary but
most of these limited editions come with a numbered build plate, rally-inspired
stickers and striping and custom interior trim. As far as we can determine, none
of these models had significant mechanical changes.
|
Contacts:
Silverwater Automotive +61 2 9748 1300
