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The Lancia Delta HF 4WD

In 1985 the rallying world suffered a tremendous blow in terms of development as FISA decided to scrap plans for a proposed Group S as well as cancelling Group B. It was ruled that Group B cars were too fast and, as a consequence, too dangerous. It turns out that Lancia was one of the more far sighted manufacturers since it already had the HF 4X4 production car in the pipeline, 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 i.e.' was no slouch and it's handling was praiseworthy for a front-wheel drive car.

The Delta range was first introduced to the UK in 1980 and remained virtually unchanged until 1986, when small changes were made to the body shape and the engines updated; plus, of course, there was the addition of the four-wheel drive model. One of the features of the HF 4WD is the under-statement of the body treatment.

There is very little to distinguish it from the 'Turbo i.e.' apart from the four-headlight system, fog lamps mounted in the front spoiler, discreet 4WD badging on the rear hatch, the small side skirts and two raised air intakes on the bonnet. It is therefore virtually indistinguishable from the 1600cc HF Turbo i.e.


With 165bhp on tap the best way of transfering it to the road is via four, rather than two-wheel drive. In the Delta HF 4X4, Lancia was not content to go for a simple system but rather opted for one 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. The real innovation as far as production cars are concerned however, lies between the rear wheels.

The Torsen (torque sensing) rear differential is similar to that found on McLaren Formula 1 cars. The result of combining these differentials in this configuration is an automatic-thinking four-wheel-drive system which requires no manual input from the driver, yet ensures maximum potential traction at any given time.


The Torsen differential is a true 'intelligent' differential in the way it distributes torque. It divides the torque between the two wheels according to the grip available and it does it without ever locking fully; maximum lockup is 70 per cent.

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 4WD remains the same as in the rest of the 2 wheel drive Delta range: Mac Pherson 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.



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The 8Valve HF Integrale

Most manufacturers producing a car that wins the World Rally Championship in it's first season, would rest on their laurels. Not Lancia! Taking the all-conquering Delta HF 4WD that decimated it's rivals on tarmac, snow, ice and loose surfaces throughout the 1987 season, Lancia designed the HF Integrale to incorporate all the advanced technical features of the rally car enhanced by the lessons learned in the world's toughest motor sport arena. The result is a stylish, luxurious yet utterly practical five door hatchback with impeccable road manners, but capable of a blistering 0-62 mph acceleration in just 6.6 seconds and a maximum speed of 133 mph.

ENGINE At the heart of the 8 valve HF Integrale is a two litre 4 cylinder fuel injected twin cam engine, fitted with contra-rotating balancing shafts. This version, of what is surely one of the world's most competition proven power units, 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) at 5,300 rpm and maximum torque of 3l mkg (224.13 lb ft) at 3500 rpm.

TRANSMISSION The Delta boasts one of the worlds most advanced transmission systems incorporating permanent 4wheel drive, a front transversely mounted engine and 5 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 6.5 X 15 wheels to give 24 mph/1000 rpm in fifth gear.

BRAKES AND SUSPENSION 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, 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.

STYLING In line with 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 compliment the twin circular headlights. The side skirts are faired into the wheel arches at front and rear and carry "Delta HF Integrale" badges to compliment those on grille and rear hatch. The twin rear view mirrors are finished in body colour.


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The 16V Delta HF Integrale


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 l6Valve 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 visable were; wider wheels and tyres and new identity badges front and rear.

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 begining 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 it's successful debut on the Sanremo Rally with Biasion, at this time the new livery of the 16 valve cars was red, the colour reverted to white for 1990 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 at 5500 rpm, it can take the car to a maximum speed of 137 mph (220 km/h). Larger injectors provide higher power output and efficient exploitation of the fuel feed at high engine speeds. The response of a Garrett T3 turbo 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 lbft 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.


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The Delta HF Integrale Evolution I


The first Evolution cars were built at the end of 1991 and through 1992, these were to be the final Homologation cars for the Rally Team, the Catalytic Evolution II was never to be rallied by the Factory.

In order to improve the handling, the vehicles had a wider track front and rear, to enclose this track in the bodywork the wide arches were extended even further, in the process they also became more rounded and the wings were made in a single pressing, previously they had been fabricated. The front strut top mounts were also raised in the quest for more grip this then required 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, the bonnet was also redesigned and new lateral air slats assisted this better ventilation. An adjustable roof spoiler was added above the tailgate to assist in competition and to emphasise the cars sporty lines. New 5 bolt wheels derived from the rally cars were added, these are stronger than the previous wheels. Finally the rear view of the car changed with only one exhaust pipe now showing.

The chassis also makes no changes to a tried and trusted configuration: -
  • MacPherson-type independent suspension at front with lower wishbones
  • anti-roll bar
  • segmented dampers and connection rod between the two domes
  • MacPherson-type independent suspension at rear with transverse rods
  • longitudinal transversal reaction struts
  • roll bar and segmented dampers
  • 4 disc brakes with double cylinder calipers at front
  • floating calipers at rear
  • split crossover hydraulic circuit with power brake and brake power modulator
        on rear wheels
  • standard ABS
  • rack and pinion steering with servo.

    The new Integrale retained the four wheel drive layout: - epicyclic centre diff with torque splitter (47% to front, 53% to rear) and Ferguson viscous coupling, - Torsen rear differential.

    The engine though technically the same 16V, was remapped to give 210 bhp at 5750 rpm to compensate for the cars slight increase in weight and frontal area, this kept the performance figures virtually unchanged

    The above improvements were aimed at and did change the cars' handling potential, the car was able to travel 5-6% faster on the rally sections, both on tarmac and gravel and thus, give even greater confidence to the driver when driven in normal road conditions.

    Interior trim was now Grey Alcantara as standard covering the same Recaro seats as in the 16V cars, Leather and Air Conditioning was offered, as an option. The interior was finished with a new anotomic grip gear lever and leather covered Momo steering wheel.

    There were a number of these cars built to meet Swiss regulations that were equipped with an 8valve catalytic engine giving 165bhp, they are a little underpowered for weight of the car.


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    The Delta HF Integrale Evolution II
    Environment-friendly with even better performance


    The 1993 edition of the Delta HF integrale features an updated version of the 2-litre 16-valve turbo engine that now boasts extra power, as well as a three-way catalyst and Lambda probe. The addition of a catalyst has done nothing to penalise performance. Indeed, this new version delivers even more power and torque than its predecessor. 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 on the turbine outlet link
  • Anti-evaporation system with air line for canister flushing optimised for the turbo
        engine
  • New Grarrett turbocharger: water-cooled with boost-drive management i.e. boost
        controlled by feedback from the central control unit on the basis of rev/throttle angle
        mapping designed for ultra-progressive response to acceleration.
  • Knock control by engine block sensor and new signal handling software that acts
        simultaneously on spark advance, fuel quantity injected and turbocharging.

    Naturally, the basic engine structure remains unchanged:
  • twin counter-rotating balancer shafts,
  • light alloy cylinder heads,
  • twin overhead camshafts driven by toothed belt,
  • four valves per cylinder.


    The engine develops a maximum power output of 215 bhp DIN (against 210 on the earlier uncatalysed version and a maximum torque of 32 kgm (formerly 31 kgm).

    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 steering wheel;
  • standard Recaro seats upholstered in beige Alcantara with diagonal stitching.

    The sporty look of the new Delta is highlighted by the aluminium fuel cap and the air-intake grilles on the front mudguards which now serve as a more efficient 'air exhaust'.

    Standard equipment also includes:
  • ABS
  • Air conditioner
  • Foglights
  • Headlight beam adjustment.

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    The Special Edition Cars


    Club Italia
    15 Evolution I cars (No.16 exists In Japan but there was no No.13 built)
    These cars were built for members of the Club Italia In 1992, Lord Blue in colour, 15 inch wheels, push button starting, big Recaro seats as fitted to Evo II cars, finished in Red Leather. Club Italia badges on both front wings, a plaque engraved with the name of the original owner under the bonnet, next to the offside hinge, the limited edition badge is below the gear lever, the cam covers are painted in Yellow with a Blue centre stripe and Club Italia was written on the bonnet front edge and the rear wing.


    Martini 5
    400 Evolution I cars built in 1992, White in colour with Martini decals, bonnet grills, rear spoiler finished in black. Inside there were big Recaro seats in Black Alcantara with red stitching and red seat belts. The car was fitted with White 15 inch wheels



    Verde York
    200 Evolution I cars built in 1992, painted In York Green, 15 inch wheels, big Recaro seats as fitted to Evo II cars, finished in Beige Leather, with World Rally Champion badge on the tailgate.



    Martini 6
    310 Evolution I cars built 1992-93, painted white with Martini stripes and a Blue Alcantara interior with a carbon fibre surround to the gear lever next to the limited edition plaque. World rally Champion dacals on both front doors with a Martini Racing decal on the rear spoiler and a 6 World Rally Champion badge on the rear door. It was equipped with white 15 inch wheels.




    Bianco Perlato
    385 Evolution II cars were built in 1993-94, painted in Pearl White and a Grey coachline, Blue Leather interior including the steering wheel with an Edition plaque below the gear lever.




    Blu Lagos
    215 Evolution II cars were built in 1993-94, painted in metallic Lagos Blue with and a yellow coach line, Cream leather interior with Edition plaque by the gear lever.



    Giallo
    220 Evolution II cars were built in 1993-94, the car was finished in the bright Yellow with Black Alcantara seats.




    Dealers Collection
    180 Evolution II cars built in 1994, these were some of the last cars to be built. The colour is a metallic Candy Red, with a Tan leather interior. There are Rally style controls, navigators foot rest, push button starter and the Edition plaque by the gear lever.




    Final Edition
    250 Evolution II cars built in 1994 for the Japanese market alongside the dealers collection cars at the end of the production run. Painted a Candy Red, with the Blue and Yellow rally stripe down the roof and bonnet, the bonnet louvres were in Black and the front grill was of mesh. The seats were Tan Alcantara with cloth centre panels, the instruments were set in a silver surround, there was a Navigator's foot rest together with rally style pedals and a push button starter. The Edition plaque with the car number was below the gear lever.




    Other special Integrales built include 45 Lancia Club cars and 25 Club Hi-Fi, these cars were Evolution IIs finished in Red or dark Blue with leather interiors. Apart from these there were a number of one off colours produced for appraisal purposes as well as some cars with 'attitude" for the Agnelli family.



    Designed by Success Corporation



    ©John Whalley 1998