Lancia Delta For Sale

Lancia Delta S4 From Wikipedia, the free encyclopedia Jump to: navigation , search This article needs additional citations for verification . Please help improve this article by adding reliable references . Unsourced material may be challenged and removed . (August 2008) Lancia Delta S4. The Lancia Delta S4 is a Group B rally car that competed in the World Rally Championship in 1985 and 1986 , until Group B cars were banned from competition by the FIA . The car replaced and was an evolution of the Lancia 037 Monte Carlo. The S4 took full advantage of the Group B regulations, and featured a midship-mounted engine and all wheel drive for superior traction and handling. The car's 1759 cc four cylinder engine combined supercharging and turbocharging to reduce turbo lag at low RPM . Officially the car produced 480 horsepower (352 kW). Independent figures show the S4 could accelerate from 0 to 100 km/h (62 mph) on gravel in under 2.3 seconds. [ citation needed ] An engine capacity multiple of 1.4 was applied to forced induction engines by the FIA and the choice of 1759 cc put the S4 in the under 2500 cc class which allowed a min weight of 890 kg (1,962 lb). The combined super/turbocharger system was a development of the 037 engine that produced 350 hp (261 kW) with a supercharger only. This was competitive with the Audi Quattro in 1984 which also had 350 hp (261 kW), but by the 1985 season Audi's S1 was homologated with 600 hp (450 kW). Consequently, a turbo had to be added to the S4 engine design to remain competitive. Like Peugeot 's earlier 205 T16 , the mid-engine Lancia Delta S4 was a Delta in name and body styling only (for marketing purposes), and shared virtually nothing in terms of construction with the production front-engine Delta. The chassis was tubular space frame construction much like the 037. It featured long travel double wishbone suspension front and rear, with a single large coil over at the front and separate spring and twin shock absorber at the rear. The bodywork was made of a carbon fibre composite with front and rear bodywork fully detachable for fast replacement due to accident damage, allowing ease of access during on-event servicing. The bodywork featured several aerodynamic aids including bonnet opening behind the front mounted water radiator with Gurney flap , front splitter and winglets molded into the front bumper panel, flexible front skirt, and rear deck lid wing that featured both a full aerofoil wind section twinned with a deflection Spoiler . The door construction style was brought from the 037 with a hollow shell all-Kevlar construction that had no inner door skin, no door handle or window winder. The door was opened with a small loop and the windows were fixed perspex with small sliding panels to allow some ventilation and passing of time cards etc. For homologation purposes, Lancia built 200 road-going S4 Stradales. Like the rally car, these were mid engined with 1.8 litre engines, producing 250 PS (180 kW; 250 hp) in road tune. [ 1 ] The Group S Lancia ECV was to replace the Delta S4 in the 1987 season but Group S was scrapped along with Group B and Lancia used the production-derived Delta in 1987. In competition the car won its first event, the 1985 RAC Rally in the hands of Henri Toivonen and carried Markku Alén to second in the drivers' championship the following year. For two weeks after the end of the 1986 season Alen was champion until the FIA annulled the results of the Sanremo Rally due to irregular technical scrutineering. Alén had won that event and the loss of points handed the title to Peugeot's Juha Kankkunen . All told, in 1986 there were 3 wins for the Delta S4 (Sanremo not included). The Monte Carlo Rally by Toivonen, Rally Argentina by Massimo Biasion and the Olympus Rally by Alén. The car also won the 1986 European Rally Championship with Italian driver Fabrizio Tabaton , whose car was run by Italian team HF GRIFONE in ESSO livery. The factory supported Jolly Club team also ran cars in TOTIP livery, one of which was for Dario Cerrato . Unfortunately, the car's legacy was tainted by the fatal crashes of Toivonen and co-driver Sergio Cresto on the 1986 Tour de Corse , where the Finnish driver inexplicably missed a tight left-hand hairpin bend and plunged into a ravine, incinerating the car and the two drivers. Simply using a racing fuel cell in place of the fuel tank may have saved them. [ citation needed ] S4 Stradale S4 Stradale S4 Stradale (rear view) S4 Stradale (rear section) S4 Gr.B #209 S4 Gr.B #209 (rear view) [ edit ] Other information The method of turbocharging and supercharging an engine is referred to as twin charging . This technology is very rarely used because most racing restricts to one means of forced induction, and rarely on road cars as its benefits lie mostly in the realm of boost curve fine tuning (quicker boost response) and allowing for said with the use of a freer flowing turbine/housing spec on the turbo to make it more efficient (or less inefficient, compared to the tighter housing needed to minimise lag) at higher rpm. Such twin charging does still see use in some hillclimb racing, where throttle and boost response are paramount over peak power concerns. The S4 itself, when everything worked perfectly, managed to hit 2.2 bars (32 psi) boost. Nissan produced the March Superturbo in 1987 which was also both supercharged and turbocharged. The most recent application of twin charging is found in Volkswagen's 1.4 TSI engine, launched in 2006. [ edit ] Notes ^ "1985 Lancia Delta S4 Stradale" . supercars.net . http://www.supercars.net/cars/3601.html . Retrieved 2007-07-24 .   [ edit ] External links Group B Henri Toivonen driving the S4 Antholonet entry on Delta S4 1m:49s video clips of Lancia Delta S4 en furie , from outside and in v   •   d   •   e Lancia 1907–1918: Alfa-12HP  · Dialfa-18HP  · Beta-15/20HP  · Delta-20/30HP  · Epsilon  · Eta-30/50HP  · Gamma-20HP  · Theta-35HP  · Zeta-12/15HP 1918–1945: Aprilia  · Ardea  · Artena  · Astura  · Augusta  · Dilambda  · Kappa  · Dikappa  · Lambda  · Trikappa 1945–1980: Appia  · Aurelia  · Beta  · D20  · D23/D24  · D25  · D50  · Flaminia  · Flavia  · 2000  · Fulvia  · Gamma  · Montecarlo  · Stratos HF 1980–2009: Dedra  · Delta  · Delta S4  · Kappa  · LC1  · LC2  · Lybra  · Prisma  · Thema  · Trevi  · Y10  · Ypsilon  · Zeta  · 037 (Group B)  · Thesis 2010-2011 Lancia Stratos Current models: Ypsilon  · Musa  · Delta  · Phedra Concept cars: Megagamma  · Sibilo Vincenzo Lancia  · Corporate website  · A brand of the Fiat Group v   •   d   •   e « previous — Lancia Automobiles S.p.A. , a subsidiary of the Fiat S.p.A. since 1969, car timeline, 1980s–present Type 1980s 1990s 2000s 2010s 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 Supermini A112 * Y10 * Y Ypsilon Small family car Delta I Delta II Delta III Large family car Beta Prisma Dedra Lybra Beta Trevi Executive car Gamma Thema Kappa Thesis Mini MPV Musa Large MPV Zeta Phedra Racing car 037 Delta S4 Beta Montecarlo Turbo LC1 LC2 *Rebadged Autobianchi model || Lancia Delta From Wikipedia, the free encyclopedia Jump to: navigation , search See also: Lancia Delta S4 Lancia Delta Lancia Delta LX (1st generation) Manufacturer Lancia Production (1979-1999) (2008-present) Successor None Class Small family car Body style(s) 3 and 5-door hatchback The Lancia Delta is a small family car produced by Italian automaker Lancia with the first generation being produced between 1979 and 1994, the second generation running from 1993 until 1999, and the third generation Delta entering production in 2008. It was first shown in Frankfurt Motor Show in 1979. [ 1 ] The Delta is best known for its World Rally Championship career in the late 1980s and early 1990s, when it dominated rallying. Lancia offered road-going versions of these competition cars — the Lancia Delta HF4WD and Integrale. Contents 1 First generation 1.1 HF 4WD 1.2 Integrale 8v 1.3 Integrale 16v 1.4 Integrale Evoluzione 1.5 Integrale Evoluzione II 1.6 Performance 1.7 Tuning 2 Lancia Hyena 3 Second generation 3.1 Engines 4 Third generation 4.1 Features 4.2 Engines [16] 5 Safety 6 Notes 7 External links [ edit ] First generation First generation 1991 Lancia Delta GT i.e. Also called Saab-Lancia 600 Production 1979-1994 Body style(s) 5-door hatchback Layout Front engine , front-wheel drive / four-wheel drive Wheelbase 2,540 mm (100 in) Length 3,900 mm (150 in) Width 1,700 mm (67 in) Height 1,380 mm (54 in) Related Fiat Ritmo Fiat Regata Designer Giorgetto Giugiaro The first Delta was a five-door hatchback designed by Giorgetto Giugiaro and released in 1979. For a period of time, it was also sold in Sweden by Saab Automobile , badged as the Saab 600 . For a few years after its launch, the Delta was one of the most contemporarily styled cars of its class in Europe and was voted 1980 European Car of the Year . The Delta range was first introduced to the United Kingdom in 1980 and remained virtually unchanged until 1986, when small changes were made to the cars' body shape, the engines updated and the four-wheel drive model introduced. While the majority of Delta models were ordinary small family cars, the most famous model was the Delta HF Integrale , a four-wheel drive hot hatch with a powerful turbocharged petrol engine . A tweaked version of the HF dominated the World Rally Championship, scoring 46 WRC victories overall and winning the Constructors Championship a record six times in a row from 1987 to 1992 , in addition to Drivers' Championship titles for Juha Kankkunen (1987 and 1991 ) and Miki Biasion ( 1988 and 1989 ). The Lancia Delta S4 , which the works team ran immediately prior to the HF 4WD and Integrale models' world championship careers from the season-ending 1985 RAC Rally until the end of the 1986 season , while sharing the same name and appearance, was a Group B race car designed specifically for rallying , and was entirely different from the commercial Delta in terms of construction and performance. [ edit ] HF 4WD Lancia Delta HF Turbo (FF) In 1986, the Fédération Internationale du Sport Automobile , the World Rally Championship governing body, decided to scrap plans for a proposed Group S as well as cancelling Group B. It ruled that Group B cars were too fast and, as a consequence, too dangerous. It is arguable that Lancia was one of the more far-sighted manufacturers at the time, as it was already developing the Delta HF 4X4 production car using experience gained from the development of the S4 rally car. Superseding the Delta HF Turbo as the flagship of the Delta range — S4 excepted — the HF 4WD had a lot to live up to. The HF Turbo was no slouch and its handling was praiseworthy for a front-wheel drive car. One of the features of the Delta HF 4WD is the under-statement of the body styling. There is very little to distinguish the car from the earlier 'Turbo i.e.' apart from the four-headlight system, fog lamps mounted in the front spoiler, discreet 4WD badging on the rear hatch, small side skirts and two raised air intakes on the bonnet (hood). The later car is therefore virtually indistinguishable from the 1600 cc HF Turbo i.e. In the Delta HF 4X4, Lancia opted for a four-wheel drive system with an in-built torque-splitting action to ensure that the available power was going to the wheels with the most traction at any given time, thus ensuring the most efficient use of the available power and torque. Three differentials are at the heart of the system. Drive to the front wheels is linked through a free-floating differential; drive to the rear wheels is transmitted via a 56/44 front/rear torque-splitting Ferguson viscous-coupling-controlled epicyclic central differential. At the rear wheels is a Torsen (torque sensing) rear differential. The Torsen differential is a true 'intelligent' differential in the way it distributes torque. It divides the torque between the wheels according to the available grip, and does so without ever locking fully: maximum lockup is 70%. Standard differentials are either free-floating or self-locking. Free-floating systems are good at differentiating between wheel speeds on bends, but always supply the same amount of torque to both wheels. In this situation, however, there is a risk that the wheel with the lighter load (on an incline, for example) or less grip, will lose traction. To counteract this possibility, totally self-locking differentials ensure that both wheels rotate at the same speed but in doing this, prevent free differentiation in cornering, to the detriment of handling and stability. The basic suspension layout of the Delta 4WD remains the same as in the rest of the two-wheel drive Delta range: MacPherson strut –type independent suspension with dual-rate dampers and helicoidal springs, with the struts and springs set slightly off-centre. There are a few more subtle changes, though, with the suspension mounting points to the body shell, now better insulated by incorporating flexible rubber links to provide improved isolation. Progressive rebound bumpers have also been adopted, while the damper rates, front and rear toe-in and the relative angle between springs and dampers have all been altered. The steering retains the rack and pinion mechanism of the rest of the Delta range, but in this application it is power-assisted. Steering effort has been reduced further by fitting thrust bearings of the ball, rather than roller type. Additional steering sensitivity has also been obtained by adjusting the angle of incidence of the steering rack. [ edit ] Integrale 8v 1989 Lancia Delta HF Integrale 8V at the Birmingham Motorshow Lancia designed the HF Integrale to incorporate the advanced technical features of the Delta HF 4WD. The result is a stylish, luxurious yet utterly practical five door hatchback with impeccable road manners, but capable of a blistering 0–100 km/h (0–62 mph) acceleration in just 6.6 seconds and a maximum speed of 133 mph (214 km/h). At the heart of the 8-valve HF Integrale is a 2-litre 4-cylinder fuel injected twin cam engine, fitted with contra-rotating balancing shafts. This version incorporated the following improvements over the HF 4WD: New valves, valve seats and water pump, larger water and oil radiators, more powerful cooling fan and bigger air cleaner. A larger capacity Garrett T3 turbocharger with improved air flow and bigger inter-cooler to aid volumetric efficiency, together with revised settings for the electronic injection/ignition control unit and a knock sensor, boost power output to 185  bhp (DIN) (136 kW) at 5300 rpm and maximum torque of 31 m· kgf (304  N·m , 224  lbf·ft ) at 3500 rpm. The HF Integrale transmission systems incorporates permanent 4-wheel drive, a front transversely mounted engine and five-speed gearbox. An epicyclic centre differential normally splits the torque 56 per cent to the front axle, 44 per cent to the rear. However a noiseless, fully automatic Ferguson viscous coupling balances the torque split to give the optimal division between front and rear axles depending on road conditions and tyre grip. The Torsen rear differential further divides the torque delivered to each rear wheel according to grip available. By using the interaction between a worm screw and helical gear (movement is transmitted from screw to gear only) the Torsen system ensures that the wheel with less weight or grip receives less torque and therefore maintains traction. A free floating front differential completes the system to ensure maximum traction even at speed on adverse road surfaces. A shorter final drive ratio (3.111 instead of 2.944 on the HF 4WD) is used to match the larger 6.5x15 wheels to give 24 mph/1000 rpm (39 km/h per 1000 rpm) in fifth gear. Both braking and suspension were uprated to match the HF Integrale's increased performance. The ventilated front discs were increased in diameter to 284 mm (11.2 in), improved friction coefficient pads were fitted to the rear brakes. A larger brake master cylinder and servo lessened pedal effort for quicker response and reduced the risk of overheating in even the most demanding situations. The all round independent suspension features new front springs, dampers and front struts. 1993 Lancia Delta HF Integrale at the 2006 Goodwood Festival of Speed To match the mechanical improvements and higher performance, Lancia gave the HF Integrale a new, more purposeful look while retaining all the practical advantages of the five door body shell. Immediately noticeable are the rounded, bulged wheel arches housing the wider section 195/55 VR tyres on 15-inch 6J alloy wheels. A new bonnet incorporated air louvres while the restyled bumpers wrapped around to meet the wheel arches at front and rear. The front bumper, now wider, incorporates air intakes to assist engine cooling, and houses rectangular auxiliary driving lights, that complement the twin circular headlights. The side skirts are faired into the wheel arches at front and rear and carry "Delta HF Integrale" badges to complement those on grille and rear hatch. The twin rear view mirrors are finished in body colour. [ edit ] Integrale 16v In 1988, Lancia gained 10 victories out of 11 rallies and the world title, won well before the end of the season. The 8 valve Delta had won, ahead of every rival in every continent, demonstrating its unrivalled performance, reliability and durability. But Lancia did not let this lull them into complacency, the 16 valve HF Integrale was being developed and was to run alongside its stablemate during the 1989 season. The new car was identifiable from its predecessor by the raised centre of the bonnet to accommodate the new 16 valve engine. The other exterior changes visible were; wider wheels and tyres and new identity badges front and rear. The 16 valve integrale was published in 1989 Geneva Motorshow. [ 2 ] The torque split was changed to 47% front and 53% rear, this gave the car better handling characteristics, on tarmac, where the Ford Cosworths were beginning to show their potential. Both the 8 and 16 valve cars were in use by the Works Team during the 1989 season, the 16 valve made its successful debut on the Sanremo Rally with Miki Biasion, at this time the new livery of the 16 valve cars was red; however, the colour reverted to white for the 1990 season as red was found to be less incisive than white in photographs and on television. The turbocharged 2-litre Lancia 16v engine is already a powerful, refined performer, but was further developed for the Integrale 16v. Generating 200 bhp (149 kW) at 5500 rpm, it can take the car to a maximum speed of 137 mph (220 km/h) and get it from 0–100 km/h (0-62 mph) in 5.5  seconds. Larger injectors provide higher power output and efficient exploitation of the fuel feed at high engine speeds. The response of a Garrett T3 turbocharger is immediate, thanks to the reduced inertia of the turbine. A highly efficient intercooler provides the driver with more power and greater reliability. The new over-boost system uses a proportional electrovalve, to give a lift to engine torque: 220 lbf·ft (298 N·m) at 3000 rpm. All these improvements make the road-going version of the Integrale 16v a spirited, reliable and inherently safe car. The exuberant 16-valve engine, however, retains commendable refinement, thanks to the inclusion of two counter-rotating balancer shafts, eliminating vibration to give superb smoothness. The engine can also run on unleaded fuel without modification. The Lancia Delta HF Integrale 16v uses a dual circuit braking system with each axle separate, which is safer because directional stability is maintained by each axle. The optional four-channel, second generation ABS system is mounted on this circuit. Designed specifically for four-wheel drive, it ensures safe braking on all surfaces and in any situation, in the minimum distance, to maintain directional stability. In emergency braking, the electronic control unit uses two sensors, detecting transverse and longditudinal accelerations to deliver braking pulses appropriate to each side of the vehicle. Loss of control over ground with uneven grip can thus be prevented. The sensors are situated at the car's centre of gravity, near the gear lever. System efficiency is assured by electronic self diagnosis carried out automatically after starting the engine [ edit ] Integrale Evoluzione Lancia Delta Evo The first Evoluzione cars were built at the end of 1991 and through 1992. These were to be the final homologation cars for the Lancia Rally Team; the Catalytic Evoluzione II (below) was never rallied by the factory. In order to improve the handling, the Evoluzione I had a wider track front and rear than earlier Deltas. [ 1 ] In order to enclose this track in the bodywork, the wide arches were extended even further and in the process also became more rounded. The wings were now made in a single pressing, whereas previously they had been fabricated. The front strut top mounts were also raised in height in the quest for more grip: this then necessitated a front strut brace to control the forces thus generated. External changes included: new grilles in the front bumper to improve the air intake for engine compartment cooling; a redesigned bonnet (hood) with new lateral air slats to further assist underbonnet ventilation; an adjustable roof spoiler above the tailgate to assist in competition and to emphasise the cars sporty lines; new five-bolt (stud) wheels derived from the rally cars (stronger than the previous design); and finally, the rear of the car was changed with only one exhaust pipe now showing. No changes to the tried and trusted chassis configuration: MacPherson-type independent suspension at front with lower wishbones; anti-roll bar ; segmented dampers with a brace between the strut tops; MacPherson-type independent suspension at rear with transverse rods; longitudinal transversal reaction struts; disc brakes on all wheels, with double piston calipers at the front; floating calipers at the rear; split crossover hydraulic circuit with power brake and brake power modulator on rear wheels; Bosch ABS as standard; rack and pinion steering with servo assistance ; The new Integrale retained the four wheel drive layout: an epicyclic centre diff with torque splitter (47% to front, 53% to rear), Ferguson viscous coupling and Torsen rear differential. The engine, although technically the same as the earlier 16V cars, was remapped to give 210 bhp (157 kW) at 5750 rpm in order to compensate for the slight increase in weight and increased frontal area. This kept the performance figures virtually unchanged. The above improvements were aimed at, and did change, the cars' handling potential, with the new car being able to travel 5–6% faster over rally sections both tarmac and gravel. The result was even greater driver confidence when driving in normal road conditions. Interior trim was now Grey Alcantara as standard, covering the same Recaro seats as fitted to the earlier 16V cars; leather and air conditioning were offered as options. The interior was finished with a new anotomic grip gear lever and leather-covered Momo steering wheel. A number of Evoluzione I cars and 16V Integrale were built to meet Swiss regulations and were consequently equipped with an 8-valve engine complete with catalytic converter, producing 177 PS (185PS with overboost). The Swiss Lancia dealer network offered an upgrade of 200Ps with full warranty for the 8-valve engine, up to 260PS with a reduced warranty. [ edit ] Integrale Evoluzione II Lancia Delta HF Integrale 16v Evoluzione II The 1993 edition of the Delta HF integrale featured an updated version of the 2-litre 16-valve turbo engine to produce more power, as well as a three-way catalyst and Lambda probe. The addition of the catalyst did not penalise performance. [ 2 ] Indeed, the Evoluzione II produced more power and torque than its predecessor, the Evoluzione I. That's because Lancia added a series of technical improvements that may be summed up as follows: A Marelli integrated engine control system with an 8 MHz clock frequency which incorporates: timed sequential multipoint injection; self-adapting injection times; automatic idling control; engine protection strategies depending on the temperature of intaken air; Mapped ignition with two double outlet coils; Three-way catalyst and pre-catalyst with lambda probe ( oxygen sensor ) on the turbine outlet link; Anti-evaporation system with air line for canister flushing optimised for the turboengine; New Garrett turbocharger: water-cooled with boost-drive management i.e. boost controlled by feedback from the central control unit on the basis of revs/throttle angle, mapping designed for ultra-progressive response to acceleration; Knock control by engine block sensor and new signal handling software that acted simultaneously on spark advance, fuel quantity injected and turbocharging; The basic engine structure remained unchanged: twin counter-rotating balancer shafts; light alloy cylinder heads; twin overhead camshafts driven by toothed belt; four valves per cylinder; The engine developed a maximum power output of 215 bhp (160 kW) DIN (158 kW) (against 210 bhp on the earlier uncatalysed version) and maximum torque of 32 kgf·m (310 N·m) (formerly 31 kgf·m or 300 N·m). In order to underline the even more advanced engineering and performance of the 1993 version, the new Integrale was also given a cosmetic and functional facelift. Briefly: new 16" light alloy rims with 205/45 ZR 16 tyres for better brake cooling and enhanced dynamic vehicle behaviour especially in lateral roadholding terms; body colour roof moulding to underline the connection between the roof and the Solar control windows; red-painted cylinder head; Inside: new leather-covered three-spoke MOMO steering wheel; standard Recaro seats upholstered in beige Alcantara with diagonal stitching; The sporty look of the new Delta was highlighted by an aluminium fuel cap and air-intake grilles on the front mudguards designed to increase airflow. [ edit ] Performance Performance of the first generation models: [ 2 ] , [ 3 ] Model Year Displacement Power Torque Accel. 0–100 km/h,s Top speed cc cu in PS kW hp @ rpm N·m ft·lbf @ r/min km/h mph 1.1 (Greece only) 1,116 68.1 64 47 63 5800 85 63 3500 — — — 1.3 1,301 79.4 75 55 74 5800 105 77 3500 15.0 160 99 1.5 1,498 91.4 85 63 84 5800 123 91 3500 12.5 161 100 1.6 GT 1,585 96.7 105 77 104 5800 136 100 3300 10.0 180 110 1.6 GT.i.e 1,585 96.7 108 79 107 5900 137 101 3500 9.8 +185 115 1.6 HF Turbo 1984 1,585 96.7 130 96 130 5600 191 141 3700 195 121 1.6 HF Turbo 1985 1,585 96.7 140 100 140 5500 191 141 3500 8.7 203 126 HF4WD 1986 1,995 121.7 165 121 163 5500 285 210 2750 7.8 208 129 HF Integrale 8v 1987 1,995 121.7 185 136 182 5300 304 224 2500 6.6 215 134 HF integrale 16V 1989 1,995 121.7 200 150 200 5500 298 220 3000 5.7 220 140 HF integrale "Evo1" 1991 1,995 121.7 210 150 210 300 220 5.7 220 140 HF integrale "Evo2" 1993 1,995 121.7 215 158 212 310 230 5.7 220 140 1.9 TD 1,929 117.7 80 59 79 4200 172 127 2400 13.8 170 110 [ edit ] Tuning As of 2007, Delta HF Integrales continue to race competitively, with modified versions producing between 300 and 500 bhp (224 and 373 kW). It is possible to tune the car to produce extremely high outputs, even exceeding 700 bhp (522 kW). [ 4 ] Lancia Delta Martini Racing - 1987, 1988, 1989, 1990, 1991, 1992 World Rally Champion Markku Alén - 1987 RAC Rally Lancia Delta Integrale - 2007 Rallye Deutschland Lancia Delta HF Integrale Evoluzione [ edit ] Lancia Hyena Lancia Hyena The Integrale based Hyena was an initiative of the Dutch classic car restorer and collector Paul Koot in collaboration with Zagato . The Hyena was designed in 1990 by Marco Pedracini (Zagato), and introduced at the Brussels Motor Show in January 1992. [ 5 ] The Hyena was based on the Delta Integrale floorpan structure, but with a 2-door coupe body. Integrales were stripped down in Holland and then sent to Zagato in Italy to have the new composite/alloy body fitted and for final assembly. All of this made the Hyena very expensive to build and they were sold for around $75,000. [ 6 ] The Hyena weighed around 200 kilograms (440 lb) less than original Integrale, had 250 PS (184 kW), and could accelerate from 0–100 km in 5.4 seconds. [ 7 ] There were only 24 Hyena's made between 1992 and 1996. [ 7 ] Of those produced, the number of exports breaks down like this: [ citation needed ] France: 1 Italy: 2 Germany: 4 Holland: 2 United Kingdom: 3 Belgium: 1 Switzerland: 1 Japan: 10 [ edit ] Second generation Second generation Production 1993-1999 Body style(s) 3 and 5-door hatchback Layout FF layout Platform Fiat Type Two ( Tipo Due ) platform [ 8 ] Transmission(s) 5-speed manual 3-speed automatic Wheelbase 2,540 mm (100 in) Length 4,011 mm (157.9 in) Width 1,759 mm (69.3 in) Height 1,430 mm (56 in) Curb weight 1130-1330 kg (2491-2932 lb) Related Fiat Tipo Fiat Tempra Fiat Coupé Lancia Dedra Alfa Romeo 145 Alfa Romeo 146 Alfa Romeo 155 Designer I.DE.A Institute The successor to the original Delta, the 'Nuova Delta', was introduced in 1993 based on the Fiat Tipo platform. The Nuova Delta was targeted at customers more interested in comfort and convenience than overall performance and power. The Nuova Delta was offered with engine versions up to 193 PS (142 kW; 190 hp), but without four-wheel drive. Until 1995 only five-door hatchback body styles was offered, when the three-door was introduced under the name HPE. In 1996 two 1.8-litre engines were introduced (one with variable valve timing) and the naturally-aspirated 2.0 was discontinued. The Delta was dropped from Lancia's lineup in 1999. The Dedra did get a replacement, the Lybra , which was not offered with a hatchback body style. [ edit ] Engines Displacement Type Power Years cc cu in PS kW hp @ rpm 1,581 96.5 SOHC 8V I4 petrol 75 55 74 6000 93-99 1,581 96.5 SOHC 8V I4 petrol 103 76 102 6000 96-99 1,756 107.2 DOHC 8V I4 petrol 105 77 104 6000 93-96 1,995 121.7 16V DOHC I4 petrol 139 102 137 6000 93-96 1,747 106.6 SOHC I4 petrol 113 83 111 6000 96-99 1,747 106.6 VVT I4 petrol 130 96 130 6300 96-99 1,995 121.7 16V DOHC I4 petrol turbo 186 137 183 5500 93-96 1,995 121.7 16V DOHC I4 petrol turbo 193 142 190 5500 96-99 1,929 117.7 I4 sohc turbodiesel 90 66 89 4100 93-99 [ edit ] Third generation Third generation Production 2008-present Body style(s) 5-door hatchback Layout FF layout Platform Fiat C-platform Engine(s) 1.4L TurboJet petrol 1.8L DI TurboJet petrol 1.6L Multijet diesel 1.9L Multijet TwinTurbo diesel 2.0L Multijet diesel Transmission(s) 6-speed manual 6-speed automatic 6-speed robotised [ 9 ] Wheelbase 2,700 mm (110 in) [ 10 ] Length 4,520 mm (178 in) [ 10 ] Width 1,797 mm (70.7 in) [ 10 ] Height 1,499 mm (59.0 in) [ 10 ] Related Fiat Bravo (2007) Designer Lancia Centro Stile In September 2006 Lancia officially announced the revival of the Delta name, with new cars to be built on the Fiat C platform , as reported in CAR Magazine . [ 11 ] This confirmed an earlier report, also in CAR Magazine , which highlighted the planned high-performance Delta Integrale model, along with the intention for the marque to return to the right hand drive UK market which they had abandoned in 1994. [ 12 ] The world première of the new HPE concept was held at the 63rd Venice International Film Festival . Rear styling Inside styling Lancia Delta badged as Chrysler (design/market study) at Chicago Auto Show 2010. The new Lancia Delta was unveiled at the 2008 Geneva motor show . The Lancia brand was reintroduced to Scandinavian, Russian and Turkish markets in 2007. [ 13 ] Commercial ambitions for the car appear more cautious than for earlier Deltas: British press reports nevertheless highlight plans for the new Delta to spearhead a return by Lancia to the UK market during 2009, in part to celebrate Lancia's centenary. [ 14 ] The Delta was also featured in Dan Brown's Angels and Demons (film) adaptation and in a romantic movie called, Letters to Juliet . Delta as well as being an historical name from Lancia’s past is also being interpreted this time around by Lancia as a mathematical symbol that stands for change, difference and evolution. Designed by the Lancia Style Centre, this car is aimed at the luxury end of the small family car segment. The Delta is 4.52 metres (178.0 in) long, 1.797 metres (70.7 in) wide and 1.499 metres (59.0 in) high, and has a wheelbase of 2.7 metres (106.3 in), 10 centimetres (3.9 in) more than the Fiat Bravo . At the 2010 North American International Auto Show , a badge engineered version of the Delta under the Chrysler brand (a manufacturer now partially owned by Fiat) was unveiled as a concept car for a potential North American release. [ 15 ] [ edit ] Features The new Delta offers a number of options and equipment including a Bose Hi-Fi radio incorporating a CD player and MP3 file reader with steering-wheel mounted controls, the Blue&Me system developed with Microsoft , and brand new satellite navigation system developed with Magneti Marelli . Further technical equipment included to effect the ride and handling will include an advanced ESC (Electronic Stability Control) system and SDC suspension (with electronic damping control , also by Magneti Marelli). The new Delta also has a driving assistant that gives more safety, an electric eye monitors the road and gives feedback to steering wheel to suggest corrections to the driver. The car is available also with semi-automatic parking assistant. [ edit ] Engines [ 16 ] Engines available at launch were 120 PS (88 kW) and 150 PS (110 kW) 1.4 litre TurboJet petrol engines and 1.6 litre 120 PS (88 kW) MultiJet diesel, 2.0 MultiJet with 165 PS (121 kW) and 1.9 Twinturbo MultiJet with 190 PS (140 kW). A new petrol unit was launched later: 1.8 Di Turbojet with 200 PS (147 kW). [ 17 ] 1.9 Twinturbo Multijet Model Type Displacement Power Torque Acceleration 0–100 km/h,s Max Speed cc cu in PS kW hp @ rpm N·m ft·lbf @ rpm km/h mph 1.4 T-Jet 16V I4 1,368 83.5 120 88 120 5000 206 152 2000 9.8 195 121 1.4 T-Jet 16V I4 1,368 83.5 150 110 150 5500 206 152 2250 8.7 210 130 1.4 T-Jet MultiAir I4 1,368 83.5 140 100 140 n/a 230 170 1750 n/a n/a n/a 1.8 Di T-Jet 16V I4 1,742 106.3 200 147 197 5000 320 236 2000 7.4 230 143 1.6 Multijet 16V I4 1,598 97.5 120 88 120 4000 300 220 1500 10.7 194 121 2.0 Multijet 16V I4 1,956 119.4 165 121 163 4000 360 270 1750 8.5 214 133 1.9 Twinturbo Multijet 16V I4 1,910 117 190 140 190 4000 400 300 2000 7.9 222 138 [ edit ] Safety The 2008 Lancia Delta passed the Euro NCAP car safety tests with following ratings: [ 18 ] Adult occupant = Child occupant = Pedestrian = [ edit ] Notes ^ a b "1991 Lancia Delta HF Integrale Evoluzione" . supercars.net . http://www.supercars.net/cars/2535.html . Retrieved 2007-06-25 .   ^ a b c "Lancia/Models" . carsfromitaly.net . http://www.carsfromitaly.net/ . Retrieved 2007-06-25 .   ^ "Search results for "Lancia Delta"" . carfolio.com . http://www.carfolio.com/search/results/?terms=Lancia+Delta . Retrieved 2007-06-25 .   ^ "Lancia Delta HF integrale EVO" . redline.lt . http://www.redline.lt/magazine/featured-cars/article/article/10/2/ . Retrieved 2007-09-25 .   ^ "25 years of the lancia delta" . italiaspeed.com/2004/cars/lancia . http://www.italiaspeed.com/2004/cars/lancia/12/delta/2512_4.html . Retrieved 2008-01-01 .   ^ "1993 Lancia Hyena" . conceptcarz.com . http://www.conceptcarz.com/vehicle/z1516/Zagato_Hyena/default.aspx . Retrieved 2008-01-01 .   ^ a b "1992 Lancia Hyena" . carfolio.com/Hyena . http://www.carfolio.com/specifications/models/car/?car=95931 . Retrieved 2008-01-01 .   ^ "Fiat Type platform" . Fiat-tipo-portugal.com . http://fiat-tipo-portugal.com/curiosidades.htm#TDUE . Retrieved 2010-09-30 .   ^ "Press release 05/02/2008 The Lancia Delta has its world premiere" . fiatgroupautomobilespress.com . http://www.fiatgroupautomobilespress.com/index.php?l=2&group=2&method=news&action=zoom&id=200802051541346b8b7963ad91fa7ce24d147f98d9344d . Retrieved 2008-02-07 .   ^ a b c d "Technische Daten" . lancia.de . http://www.lancia.de/cgi-bin/pbrand.dll/LANCIA_GERMANY/models/models.jsp?BV_SessionID=@@@@1133255666.1221315259@@@@&BV_EngineID=cccfadefedmjjglcefecejgdfkhdfji.0&categoryOID=-1073817291 . Retrieved 2008-09-13 .   ^ "Lancia lifts lid on new Delta" — CAR Magazine [ dead link ] ^ "New Delta Integrale to spearhead Lancia's UK return — CAR Magazine [ dead link ] ^ "New Lancia Delta for Geneva show" . nzherald.co.nz . http://www.nzherald.co.nz/motoring/news/article.cfm?c_id=9&objectid=10492663 . Retrieved 2008-09-13 .   ^ Covent Garden , August / September 2007, London Underground Ltd. (promotional magazine) ^ Gall, Jared (January 11, 2010). "Chrysler Delta Concept - Auto Shows" . Car and Driver . http://www.caranddriver.com/news/car/10q1/chrysler_delta_concept-auto_shows . Retrieved 11 January 2010 .   ^ "Lancia Delta" (PDF). italiaspeed.com/new_models . http://www.italiaspeed.com/new_models/2008/lancia/delta/technical_data.pdf . Retrieved 2008-06-05 .   ^ "Lancia Delta, global premiere" . lanciapress.com . http://www.lanciapress.com/index.php?method=cartelle&action=article&id=200802141625557b3619cddac65eeb600c896056b5ff3b&group=2 . Retrieved 2008-02-19 .   ^ "Lancia Delta" . euroncap.com . http://www.euroncap.com/tests/lancia_delta_2008/328.aspx . Retrieved 2008-08-29 .   [ edit ] External links Wikimedia Commons has media related to: Lancia Delta Wikimedia Commons has media related to: Lancia concept vehicles thedeltaproject.eu official Delta page AutoBelle - Lancia Delta Owner manual, brochures, repair manuals, magazines about Lancia Delta v   •   d   •   e Lancia 1907–1918: Alfa-12HP  · Dialfa-18HP  · Beta-15/20HP  · Delta-20/30HP  · Epsilon  · Eta-30/50HP  · Gamma-20HP  · Theta-35HP  · Zeta-12/15HP 1918–1945: Aprilia  · Ardea  · Artena  · Astura  · Augusta  · Dilambda  · Kappa  · Dikappa  · Lambda  · Trikappa 1945–1980: Appia  · Aurelia  · Beta  · D20  · D23/D24  · D25  · D50  · Flaminia  · Flavia  · 2000  · Fulvia  · Gamma  · Montecarlo  · Stratos HF 1980–2009: Dedra  · Delta  · Delta S4  · Kappa  · LC1  · LC2  · Lybra  · Prisma  · Thema  · Trevi  · Y10  · Ypsilon  · Zeta  · 037 (Group B)  · Thesis 2010-2011 Lancia Stratos Current models: Ypsilon  · Musa  · Delta  · Phedra Concept cars: Megagamma  · Sibilo Vincenzo Lancia  · Corporate website  · A brand of the Fiat Group v   •   d   •   e « previous — Lancia Automobiles S.p.A. , a subsidiary of the Fiat S.p.A. since 1969, car timeline, 1980s–present Type 1980s 1990s 2000s 2010s 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 Supermini A112 * Y10 * Y Ypsilon Small family car Delta I Delta II Delta III Large family car Beta Prisma Dedra Lybra Beta Trevi Executive car Gamma Thema Kappa Thesis Mini MPV Musa Large MPV Zeta Phedra Racing car 037 Delta S4 Beta Montecarlo Turbo LC1 LC2 *Rebadged Autobianchi model || The resource cannot be displayed The resource you are looking for cannot be opened by your browser. 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About Us Contact Us Help Home Manufacturers News Spy Shots Reviews Blogs Gallery Magazine Forum Shop Cars for Sale News Feed | First official pictures Industry news Motor shows Motoring issues Upload your news Subscribe to CAR magazine Readers' news Lancia models, news & reviews Related articles Lancia set to bring Coupe to UK line up Lancia lifts lid on new Delta News Click Thumbnails to Enlarge Lancia Delta (2008): first official pictures By George Chapman First Official Pictures 05 February 2008 15:50 This is the car that will relaunch Lancia in the UK market – after an absence of 14 years. The new, more upmarket Delta hatchback, unveiled today, is designed to overcome memories of catastrophic rust, reliability and aftersales problems. The new Delta is based on Fiat Bravo underpinnings stretched to a wheelbase of 2700mm. But unlike the 1990s model, which spawned four-wheel-drive rally specials like the Integrale, this one is more aligned with Lancia’s new luxury position in the marketplace. It’s powered by a range of turbocharged engines, including 1.4 and 1.8 petrols and 1.6 and 2.0 diesels, mated to a choice of six-speed manual, semi-automatic and full auto transmissions. Power outputs will range from 120bhp to 200bhp in the range-topper. We’ll see the Delta for the first time at the 2008 Geneva Motor Show. New Lancia Delta: the return to the UK Lancia hasn’t sold cars in the UK since 1994, and the return will be a low-key affair. To begin with, the cars will be sold from Lancia-branded areas within existing Alfa Romeo and Fiat dealers, selling just a few thousand models a year. However, once a fuller range is introduced to the UK, sales should swell; although not yet confirmed, Lancia is considering selling a second model, the Ypsilon, over here. The marketing suits at Lancia are pitching the Delta more upmarket than the last model in the 1990s – and they will face an uphill struggle to convince British buyers who remember the Italian group’s dealer service and rust problems. Click 'Next' below to read about the Delta's interior 1 2 Next >> Rate this article... 1 2 3 4 5 Average rating: 4.5 (168 votes) Discuss this Add your comment Sign in You must be signed in to submit a comment. Lancia Delta (2008): first official pictures Subject Your comment Please enter a comment Please enter a comment By submitting your comment, you agree to adhere to the CAR Magazine website Terms and Conditions Cancel Subscribe to comments You must be logged in to subscribe to a topic Login or register now archebald23 says RE: Lancia Delta (2008): first official pictures I can easily see Chrylser tweaking this a bit & calling it the new PT Crusier. It has the same basic shape/function, minor parts i.e. spark plug wire cover , is more modern, and has that odd-ball styling to carry the model name. 13 August 2010 07:22 skullone says RE: Lancia Delta Regarding the "where's the Integrale" question, I'd really like to know why people think that the Delta Integrale was the ONLY car Lancia ever made and if they believe it's the only kind of car it's entitled to make. 27 June 2008 20:41 l3hou says be different I hope for a 300hp Delta integrale.... but they (Lancia) will want to see success before sticking millions into that sort of car. If they can do to the new Delta what Opel have done to the fwd Corsa (See Evo mag versus the "old" Inte), then 4wd might not need to be the answer. I'm sure that Lancia central marketing are as easy to see what the market response is as we are to see the Integrale return.... Geneva Autosalon will be the start point 11 February 2008 13:03 8C says Where's the Integrale? I like it. Looks very classy. But I really need to see a 300+ bhp 4WD Integrale. 09 February 2008 06:31 morty says Lancia Delta Mr Chapman is possibly a fairly young chap, with a fairly limited knowledge - or memory - of things past. Of course Lancia rusted in the 70s. What about Hondas,Datsuns, Mercedes - l shall out of politeness not mention British makes - VW et all. Your icon - Mercedes - still rusts. The Passat competed year after year with Lada for the bottom place in the Swedish MOT quality surveys. l accept that, as Lancia has been "off" the British scene for quite a few years, it is easy for a scribe who has not "completed his homework" to make an issue of the rust thing. Lancia got fully galvanized bodywork in late 1989, and since then rust has not been an issue. Furthermore, they are reliable, comfortable cars which have got something all the lookalikes from Germany,Japan and Korea,which you guys so admire, all lack - personality. PS. Yes, l am probably a cranky old sod who has lived through Lancias from my first one - a Lancia Appia Zagato - look it up mr. Chapman - up to my present Kappa, which at 110.000 miles has not put a foot wrong.However, for cross -European travels, l prefer my 36 year old Maserati Indy which will comfortably cruise at 140mph, and happily overtake all the German Vorsprung limited to 155mph. So much for Italian Quality 08 February 2008 20:04 Show all comments Become a CAR contributor Upload stories, photos or videos direct to the site , or email newsdesk@carmagazine.co.uk . 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FHM | Zoo | Empire | MCN | Parker's | Today's Golfer || ", 'plr_ContentType': 'PAGESKIN', 'plr_ContentID': 'myContent', 'plr_ContentW': 994, 'plr_FrameTop': 90, 'plr_FrameSide': 130, 'plr_FrameBottom': 90, 'plr_HideElementsByID': '', 'plr_HideElementsByClass': '', 'plr_NoSkinInSkinResize': true }; var objPageSkin = new InSkin.Base('myPageSkin'); EVO NEWS CAR REVIEWS DATA VIDEOS FEATURES USED CARS BUYING GUIDES TRACKDAYS COMMUNITY WIN 3 ISSUES FOR £1 SHOP Search evo REGISTER LOGIN Free Newsletter Car Reviews : Car Group Tests McLaren F1 v Ferrari F40 v Pagani Zonda C12S v Lancia Delta Integrale v Bugatti Veyron v Honda NSX-R v Porsche 997 GT3 v Nissan Skyline R34 GT-R Ten greatest icons The ten greatest drivers’ cars, as voted by you in our on-line poll, brought together in one glorious test February 2007 The Nissan Skyline has just filled its belly with super-unleaded and bursts back onto the A1(M), its barrel-chested straight-six gulping in cold, dense November air. Today is a good day. I’ve got a soft spot for Japan’s craziest coupe and the slog up to Yorkshire seems somehow less monotonous when you’ve got a g-meter to keep you company. But it’s not just the R34 GT-R that’s lightening my mood, because every time I glance in the rear- view mirror, picked out by the low winter sun are two shapes that send a shockwave of anticipation down my spine. Both are dwarfed by much of the traffic around them, but in stature they’re giants. Close behind the Skyline’s sooty exhausts there’s a Porsche 911 2.7 RS. The RS is 911 in its purest form, devoid of everything that gets in the way of the driving experience and enhanced in all the areas that count. If evo had been around in 1973 this would have been our Car of the Year, by a landslide. Tucked-up behind the Porsche’s pert ducktail spoiler is a McLaren F1. No superlatives required; there probably aren’t any big enough anyway. The harsh yellow light seems to give the tiny, backlit 911 and amazingly compact F1 a blurred halo, and the grey A1(M) has taken on the look of the yellow brick road. Only this time there are no uncertainties about what lies at its end: Honda NSX-R and Integra Type-R, Lancia Delta Integrale Evo 2, the latest 911 GT3, Pagani Zonda C12S, Ferrari F40 and Bugatti Veyron. Your Perfect Ten, selected for our 100th issue celebration, and I’d just like to take the opportunity to congratulate you on a discerning, varied and awe-inspiring collection. Anyway, back to the GT-R, which feels stiff, bristling with aggression and fascinated by any ripple in the tarmac. The ride smoothes out the faster you go, but I don’t mind the odd reminder that this is a car designed to work best at one speed: maximum attack. Besides, a bit of tramlining is a small price to pay for such rich feedback. Even on the most boring of journeys the big Nissan feels unique. If this is a taste of what’s to come when we reach the rolling moorland roads then the next couple of days promise to be quite a birthday bash. evo magazine.Click here and get 3 issues for just £1!">Click here and get 3 issues for just £1! For more performance car news and reviews, subscribe to evo magazine. < Previous Next > 0 Comments Bookmark this post with: More CAR REVIEWS evo Car Reviews Long Term Tests Citroen DS3 R review Electric Nemesis review New Stratos supercar review Driven: Audi quattro Concept New BMW X3 review Porsche 911 Carrera GTS review Seat Ibiza review See all evo Car Reviews Renault Clio Williams Ford Fiesta Zetec S Radical Clubsport 1100 Radical Clubsport 1100 Infiniti G37S Coupe Ford Fiesta Zetec S Renault Clio Williams See all Long Term Tests Car Group Tests Audi R8 Spyder v supercar rivals Citroen DS3 v hot hatch rivals Aston Martin Rapide v rivals 370Z Roadster v its rivals Ibiza Cupra V Clio 200 Cup Mega hatch group test ECOTY 2009 See all Car Group Tests Advertisement EMAIL TO A FRIEND PRINT THIS McLaren F1 A decade ago it redefined the word supercar. There's still no other car like it View McLaren F1 Ferrari F40 Ferrari's riposte to the Porsche 959 stands the test of time, and is the only Maranello product in the top 10 View Ferrari F40 Pagani Zonda C12S Now safely entrenched in the supercar firmament, this relative newcomer is so good, the man who started evo bought one... View Pagani Zonda C12S Lancia Delta Integrale The early 90s legend, destroyer of both Audi's rally dominance and Porsche's on-road air of superiority View Lancia Delta Integrale Bugatti Veyron Not really a car in the sense of anything else here. Better described as a brief taste of omnipotence View Bugatti Veyron Honda NSX-R Still widely regarded as Japan's finest automotive hour, and the first supercar you really could use as a runabout View Honda NSX-R Porsche 997 GT3 The ultimate, hard-edge Porsche. The GT3 continues to find your limits before you find its View Porsche 997 GT3 Porsche 911 2.7 RS 34 years old, small and low-powered by today's standards, but still delivers the quintessential 911 experience View Porsche 911 2.7 RS Honda Integra Type-R A simple premise, brilliantly executed, makes the ITR arguably the best front-wheel-drive car ever View Honda Integra Type-R Nissan Skyline R34 GT-R Four-wheel-drive and four-wheel-steering helps the brutal Skyline make any drive interesting View Nissan Skyline R34 GT-R SPONSORED LINKS Company Website | Media Information | Contact Us | Privacy Notice | Subs Info Our Other Websites: The First Post | Auto Express | Custom PC | IT Pro | IT Pro India | MacUser | Men's Fitness | Micro Mart | PC Pro | bit-tech | Know Your Mobile | Octane | Expert Reviews | Channel Pro | Know Your Cell | Know Your Mobile India | iGizmo | Digital SLR Photography | Den of Geek | The Week | Computer Shopper | Dennis Communications | Magazines | Mobile Phone Deals | Competitions | Health & Fitness | CarBuyer © 2010 Dennis Publishing Limited. 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