LANCIA DELTA HF INTEGRALE EVOLUZIONE
The LANCIA DELTA HF INTEGRALE EVOLUZIONE
Just when we all thought development potential had been exhausted on the Integrale, Lancia has pulled together another set of tweaks to sharpen the car's edge even further.
Key to these changes is the adoption of a catalyst, necessary for '93 emissions regulations. But instead of the usual drop in power that comes with the restricting effect of the cat, the Integrale benefits from honing of the engine management system to squeeze another 5bhp from the 2-litre turbocharged and intercooled four, boosting the maximum to 215bhp at 5750rpm. It's also reaped a benefit in enhanced torque, producing 222Ib ft at 2500rpm (up from 215Ib ft at 3500rpm).
It adds up to much greater flexibility. Although there's still noticeable turbo lag, in-gear acceleration now feels more accomplished for quick overtaking -manoeuvres. Coupled with a beautifully weighted clutch and ideal gear ratios with a quick, light and precise gearchange, there's little to touch the Integrale cross-country.
As before, the handling is delightfully crisp, with accurate steering giving all the feedback you could wish for on demanding sections of road. There's a new Momo steering wheel that not only looks good but leaves you in no doubt as to where your hands should sit on the rim - it's perfectly formed for the classic 'quarter-to-three' grip and complements the Integrale's familiar, quite upright, driving position.
New l6in alloys shod with 205/45 ZR 16 Pirelli P700Zs replace the previous 15in wheels, though their width remains the same at 7.5in. The lower aspect ratio rubber keeps the gearing the same as before, but the stiffening effect of having lower sidewalls firms up the ride appreciably. It may well mean that steering responses are even sharper than before as there's less tyre deflection under cornering load, but some might see the ride deterioration as a detraction from the car's appeal. Nevertheless, the accuracy with which it's possible to place the car in a corner is undoubtedly one of the key factors underlining the competition Integrale's affinity to winning World Rally Championships.
Inside, the most striking change, apart from the steering wheel, are new wrap-round seats with full length backs which incorporate the head restraints into the main structure. These are a massive improvement over the old, more conventional, chairs and offer supreme side bolstering as well as excellent support for the torso.
Outside, there's little to differentiate the new Integrale from the old. The bigger wheels, which have the same pattern as before, fill the arches more fully and there's new guttering treatment to the roof. You can tell the more powerful engine visually by the fact that the cam covers are now crackle-finished in red, Testarossa style. It's a nice touch.
And that's about it. When the 'Evo 3' comes to Britain in August, it'll have air conditioning as standard, though we found it only just capable of coping with the mid-May Italian sun. It will also cost more than today's car, in excess of £25,000 compared with a current price of £23,995. But it's the best yet, more fun than an Escort Cosworth and likely to hold its value better than the Cossie in the long-term. Buy one and you'll never regret it.
More from another source.. Motorsport not only improves the breed it can sell the breed too. The British market had only a passing interest in Lancia's until the Integrale dug all four paws into the dusty rally tracks of the world and started winning world championships.
Broad across the wheel-arches, squat to the road and visually as well as literally powerful, the Integrale looked every inch the road warrior. Stupendously quick point-to-point, the Integrale had brio and ability in prodigious quantities. Left-hand drive only wasn't a problem when the steering was so communicative, the chassis so well balanced and the engine so powerful and tuneful.
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