Lancia Delta — BrandWiki

Lancia Delta

Overview

First generation

aka	Saab-Lancia 600 (Sweden, Finland and Norway)
production	1979–1994
assembly	Italy: Chivasso, Piedmont (Chivasso plant)
designer	Giorgetto Giugiaro at Italdesign
body style	5-door hatchback
layout	Transverse front-engine, front-wheel-drive or four-wheel-drive
related	Fiat Ritmo Lancia Prisma

transmission	4-speed manual 5-speed manual 3-speed automatic

wheelbase	2475 mm

length	3885 mm (1979–1982) 3895 mm (1982–1994)

width	1620 mm

height	1380 mm 1355 mm

weight	955 - 1340 kg

sp	uk

The Lancia Delta (stylized Lancia δ) is a small family car produced by Italian automobile manufacturer Lancia in three generations. The first generation (1979–1994) debuted at the 1979 Frankfurt Motor Show,[1] the second generation (1993–1999) debuted at the 1993 Geneva Motor Show, and the third generation (2008–2014) debuted at 2008 Geneva Motor Show.

The first generation Delta dominated the World Rally Championship during the late 1980s and early 1990s. The homologation requirements of Group A regulations meant marketing road-going versions of these competition cars — the Lancia Delta HF 4WD and HF Integrale. A total of 44,296 Integrales were produced.[2][3] Total production number of the Delta first generation was 478,645 cars.[4]

First generation

The first Delta (Tipo 831) was a five-door hatchback, designed by Giorgetto Giugiaro and released in 1979. Between 1980 and 1982, it was also sold in Sweden, Denmark and Norway by Saab Automobile, badged as the "Saab-Lancia 600" to replace the retired 96 model. The Delta was voted the 1980 European Car of the Year.

A special Delta HF Integrale version was a four-wheel drive hot hatch with a turbocharged petrol engine. Modified versions of the HF dominated the World Rally Championship, scoring 46 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, while sharing the same name and appearance, was a purpose-built racecar under Group B regulations, and was entirely different from the mass-produced consumer versions. The works team ran the Delta S4 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.

History

Development

The car that would become the Delta during its development went by the project codename "Y 5",[5] was conceived as an upmarket front-wheel drive small family car positioned below the larger Beta; an offering around four metres in length had been absent from Lancia's lineup since the demise of the Fulvia Berlina in 1973. This platform, derived from the platform of the Fiat Ritmo, with different suspension and more welding points, for a stiffer chassis.

Design was by Giorgetto Giugiaro's Italdesign. Its platform put together MacPherson suspension developed for the Beta with four-cylinder, SOHC engines derived from the Fiat Ritmo. The Fiat engines were revised by Lancia engineers with Weber twin-choke carburettors, new inlet manifolds, exhaust systems and electronic ignitions, changes that combined to produce 85 PS, ten more horsepower than the same engines did in the Ritmos.[6]

Second generation

The successor to the original Delta, the "Nuova Delta" (Tipo 836) — always referred to by Lancia as Lancia δ with the lower-case Greek letter — was introduced in 1993 and remained in production until 1999. It was designed at Turinese design and engineering studio I.DE.A Institute by Ercole Spada. Based on the tipo Due platform of the Fiat Tipo, the Nuova Delta was targeted at customers interested in comfort and convenience. No four-wheel drive second generation Deltas were produced; the most powerful HF performance variants with up to 193 PS remained front-wheel drive.

History

The first generation Delta had been given a second lease on life by its rallying successes, but by the 1990s it was over ten years old and due for replacement; its four-door saloon sibling, the Prisma, had already been replaced by the Lancia Dedra. Development and tooling work for the Tipo 836 Delta lasted five years[82] and, according to a statement by Fiat CEO Paolo Cantarella, required an investment of 700 billion Lire.[83] Projected sales numbers were 60,000 a year, half of them exports.

Third generation

In September 2006, Lancia announced the revival of the Delta name, with new cars to be built on the Fiat C platform.[101] The world première of the new HPE concept followed, held at the 63rd Venice International Film Festival. The new Lancia Delta (Type 844) was finally unveiled at the 2008 Geneva Motor Show.

The Lancia brand was reintroduced to the Scandinavian, Russian, and Turkish markets in 2007.[102] The new Delta was also intended for a proposed return by Lancia to the UK market during 2009. However, due to an economic downturn, plans were shelved until Fiat bought Chrysler. As the car had been engineered for RHD already, the decision was made in 2010 to bring both the new Delta and Lancia's Ypsilon into the UK and Ireland rebranded as Chryslers and to sell them through the UK Chrysler dealer network.

At the 2010 North American International Auto Show, the Chrysler branded version of the Delta was unveiled as a concept car for a potential North American release.[103]

References

Richard Owen. 1991 Lancia Delta HF Integrale Evoluzione supercars.net, retrieved 14 September 2014^
Lancia Delta HF Integrale biser3a.com, retrieved 14 September 2014^
Produktionszahlen marke Lancia bis 2004 Die Geschichte der Firma Lancia^

Delta HF

The first true performance-oriented Delta was the Delta HF, which was introduced in July 1983 and went on sale in September[19] after a first appearance at the Frankfurt Motor Show.[20] The HF acronym—last used on the Stratos—stands for "high fidelity", and had been applied to sports and racing variants of Lancia cars since 1966.[21] It is front-wheel drive and powered by a turbocharged version of the 1.6-litre engine from the Delta GT; the system consists of a Garrett TBO-225 turbocharger with wastegate valve, an air-to-air heat exchanger, a blow-through twin-choke Weber carburetor and Marelli Microplex ignition with pre-ignition control. To withstand the additional stress deriving from turbocharging, upgrades were made to the oil system, with increased capacity and an oil cooler, and to the cylinder heads with sodium-filled valves. The gearbox is a ZF five-speed unit. Dampers, springs and steering were retuned, and the tyres are wide 175/65 Michelin TRX on R 340 alloy wheels.

The exterior of the HF is relatively understated: changes were limited to silver "HF" badging on the grille, a deeper chin spoiler, black trim as on the GT, black roof drip rail mouldings, black side skirts with small silver "turbo" badges in front of the rear wheels, the 1982 roof spoiler painted in black, air intake cowls on the bonnet grilles, bronze-tinted glass and eight-spoke alloy wheels. The cabin features a leather-covered steering wheel and supplementary digital instrumentation with bar indicators; the upholstery material is the usual beige Zegna fabric, and Recaro sport seats covered in the same cloth were optional. About ten-thousand Delta HFs were made, in a two-year production period.

A special limited edition of the HF, named "HF Martini", was launched at the March 1984 Geneva Motor Show.[22] To celebrate the rally victories of the Lancia-Martini Rally 037 it was painted white with a Martini stripe on the sides below the door handles, and carried Martini-coloured badging; Recaro sport seats were standard. Only 150 were produced between 1984 and 1985.

1986 facelift

The HF turbo soon lost its crown as top-of-the-range Delta, as the turbocharged 2.0-litre and four-wheel drive Delta HF 4WD was unveiled at the April 1986 Turin Motor Show. Some of the features of the HF 4WD previewed a major mid-cycle refresh for the entire Delta range, announced in May 1986 and put on sale in June.[25][26] New enveloping bumpers—the front one with provisions for integrated fog lights—gave the car a more modern look; the entire front end was changed with a new grille and new headlight covers, which were slanted forward and protruded from the bodywork in an effort to make the car more aerodynamic. The roof spoiler introduced in 1982 was removed.

Seven models composed the 1986 range: 1.3, LX 1.3, 1.5 Automatica, GT i.e., HF turbo, HF 4WD and turbo ds. The entry-level model was the 1.3; the 1,301 cc engine had revised intake and exhaust system, fuel cut-off, a new carburettor and breakerless ignition. It was also available on the more upscale Delta LX 1.3. Similar changes were made to the powertrain of the Delta 1.5 Automatica.

The Delta GT and HF turbo were each given Weber IAW integrated electronic ignition and fuel injection system to become the Delta GT i.e. and the Delta HF turbo i.e., with 108 PS and 140 PS respectively. Deeper changes had been made to the GT i.e. engine: the cylinder head had been rotated 180°, bringing the exhaust side to the front for better cooling, and the whole engine was canted forward 18° to lower its centre of mass height.

The Delta HF turbo was updated to HF 4WD looks and interior, from which it differed mainly for the square headlights and single exhaust.

The Delta turbo ds marked the introduction of the first diesel engine on the Delta. This was a 1,929 cc eight-valve four-cylinder from the Prisma, with an output of 80 PS; it used a KKK turbocharger with wastegate valve, an intercooler and an oil cooler. Lancia positioned the turbo ds as an elegant-sporting model like the GT i.e., giving it similar option availability, the same grey-beige chequered Zegna cloth upholstery and complete instrumentation—which included oil pressure and boost pressure gauges. If not in performance, the turbo ds surpassed its petrol sibling in equipment, with side skirts from the HF turbo and standard power steering.

In September 1987 the HF 4WD was replaced by the more capable Delta HF integrale, which in turn evolved into the 16-valve Delta HF integrale 16v in March 1989.

A new sporty trim level for the 1.3 was added in May 1990, the Delta Personalizzata, available in red or white with contrasting twin pinstripe and electric blue cloth upholstery; standard equipment comprised body-colour wing mirrors, tachometer, clock and sport steering wheel.[27]

Later that year the sport models (turbo ds, GT i.e., HF turbo and HF integrale 16v) received richer equipment and interiors in new combinations of colourful striped velour and Alcantara. The optional Recaro seats of the two HF models were now fully upholstered in perforated Alcantara, green or grey depending on the exterior colour. On the integrale only, they could be had in perforated black leather for an additional fee.[28]

1991 revisions

In June 1991 the last update of the first generation Lancia Delta went on sale, almost twelve years after its 1979 début.[29] The front-wheel drive range was reduced to three models, namely LX, GT i.e. and HF turbo. On all three of them, small touches like body-colour side skirts and dual body-colour wing mirrors created a more up to date look. The LX and GT i.e. wore white front turn indicators, a grille with chrome vertical bars, the louvered bonnet from the original HF integrale, and optional 8-spoke diamond-cut alloy wheels from the Dedra. The Delta LX had abandoned the 1.3 in favour of a revised version of the 1.5-litre engine. Updated colour and trim included green and blue "Metallescente" mica paint and Glen plaid cloth upholstery on lower models, while sports models continued with the interiors introduced in 1990. The HF integrale 16v—due to be replaced at the end of 1991 by the much improved HF integrale "Evoluzione"—handed down its dual round headlights and domed, vented bonnet to the HF turbo, which now looked almost like an integrale.[30] A few months later the HF turbo even replaced its traditional red model identification script on the radiator grille with a yellow HF badge, like the one found on the newly introduced Evoluzione. Concurrently the GT i.e. received new "1600 i.e." badging.

A very final, minor round of updates was made when the 1992 models switched to a catalytic converter-only engine offering, in compliance with Euro 1 emission standards. The Delta GT i.e. morphed into the 1600 i.e., and together with the HF turbo was the sole front-wheel drive Delta offered. All variants acquired new, more understated upholstery: the HF turbo switched from velour to herringbone inserts on the Alcantara seats and door panels, while the 1600 abandoned Alcantara altogether for full Glen plaid cloth. As the second generation was ready to be launched in 1993, after a career of 13 years the front-wheel drive Delta was phased out at the end of 1992, after over 478,000 had been produced.[3] Production of the HF integrale would continue for two years more.

Delta HF

1986 facelift

The Delta HF turbo was updated to HF 4WD looks and interior, from which it differed mainly for the square headlights and single exhaust.

In September 1987 the HF 4WD was replaced by the more capable Delta HF integrale, which in turn evolved into the 16-valve Delta HF integrale 16v in March 1989.

1991 revisions

Four-wheel-drive HF variants

Four-wheel-drive system

Lancia's first four-wheel-drive car was a Delta. As early as April 1982, a turbocharged four-wheel-drive Delta Turbo 4x4 prototype was shown at the Turin Motor Show to gauge public reaction, and tested by journalist at the La Mandria test track.[31][32] It was based on the regular production model, but had a 128 bhp 1.6-litre turbocharged engine, four disk brakes, and a top speed of over 190 km/h. Its drivetrain was however not related to the more sophisticated one found on the first mass produced four-wheel-drive Lancias, which were shown at the 1986 Turin Motor Show: the Delta HF 4WD and its tamer saloon sibling, the Prisma 4WD.

The four-wheel-drive system used on the Delta HF 4WD and all HF integrales was instead based on the one developed for the 1985 Lancia Delta S4 Group B rally car, albeit in a transverse front-engine instead of a longitudinal mid-engine layout.[32] Both systems used three differentials, the central one being an epicyclic gearing controlled by a Ferguson viscous coupling. The epicyclic gearing split torque on the two axles according to a fixed ratio, determined by the number of teeth on its gears. Initially front biased to maximize traction according to static load distribution, the torque split became increasingly rear-biased with every successive iteration of the Delta HF. The epicyclic gearing received motion via its externally teethed ring gear, which meshed with a pinion on the five-speed gearbox lay shaft. From there it was transferred to the front differential via the sun gear, and to the rear differential via the planet carrier, a couple of 90° bevel gears and a three-piece drive shaft.

The Ferguson coupling's purpose was to transfer torque between the axles. During normal operation, i.e. when the two axles rotated at the same velocity, it did nothing, simply rotating as a unit. As soon as there was a difference in velocity between the two axles, it began transferring torque from the faster to the slower rotating axle—which is usually the one with better grip. When difference in velocity became extreme, it locked up completely, nullifying the slip between the axles and transferring the maximum amount of torque. Finally there were the other two differentials: a conventional open one at the front and a Torsen (torque sensing) type one at the rear. Supplied by the American Gleason Corporation, the Torsen differential automatically divided the torque between the rear wheels according to the available grip, with a maximum lock-up of 70%.

Delta HF 4WD

The Delta HF 4WD was unveiled at the April 1986 Turin Motor Show,[33] becoming the top of the Delta range.

The HF 4WD's 1,995 cc, twin-cam, eight-valve engine with two counter-rotating balancing shafts was derived from the Lancia Thema i.e. turbo saloon. It was equipped with a Garrett turbocharger, a wastegate valve, an air-to-air intercooler and Weber IAW integrated electronic ignition and fuel injection; to support turbocharging it also adopted tri-metallic crankpin and main bearings, sodium-filled valves, bronze valve guides and an oil cooler.[34][32] Engine output was 165 PS at 5,250 rpm, and 26.5 kgm of torque at 2,750 rpm, that could rise to 29 kgm for short periods of time thanks to an overboost function.[32] On the Delta HF 4WD the torque split ratio of the central epicyclic differential stood at 56/44 front to rear.

Delta HF integrale "8V"

The Lancia Delta HF integrale incorporated some of the features of the Delta HF 4WD into a road car. The engine was an eight-valve 2.0 L fuel injected four-cylinder, with balancing shafts. The HF version featured 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 airflow and bigger intercooler, revised settings for the electronic injection-ignition control unit and a knock sensor, boost power output to 185 PS at 5,300 rpm and maximum torque of 31 kgm at 3,500 rpm.

The HF integrale had permanent four-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. A Ferguson viscous coupling balanced the torque split 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. A shorter final drive ratio (3.111 instead of 2.944 on the HF 4WD) matched the larger 6.5x15 wheels to give 24 mph/1,000 rpm (39 km/h per 1,000 rpm) in fifth gear.

Braking and suspension were uprated to 284 mm ventilated front discs, a larger brake master cylinder and servo, as well as revised front springs, dampers, and front struts.

The HF integrale was facelifted with bulged wheel arches for 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 and for the rectangular auxiliary driving lights. The side skirts are faired into the wheel arches at front and rear and the twin rear view mirrors are finished in body colour. There were only 50 RHD factory built cars, none of which were officially imported to the UK.

Delta HF integrale 16v

The 16v integrale was developed for rallying, introduced at the 1989 Geneva Motor Show, and made a winning debut on the 1989 San Remo Rally.

It featured a raised centre of the bonnet to accommodate the new 16-valve engine, as well as wider wheels and tyres and new identity badges front and rear. The torque split was changed to 47% front and 53% rear.

The turbocharged two-litre Lancia 16v engine produced 200 PS at 5,500 rpm, for a maximum speed of 137 mph (220 km/h) and 0–100 km/h (0-62 mph) in 5.7 seconds. Changes included larger injectors, a more responsive Garrett T3 turbocharger, a more efficient intercooler, and the ability to run on unleaded fuel without modification.

Alongside the 16v Lancia introduced an eight-valve variant equipped with a three-way catalytic converter—which reduced output to 177 PS — intended for those European markets where such emission control equipment was mandatory.

In the summer of 1990 some small updates were made to all Delta sports models, with the integrale receiving new upholstery materials.[28] Like on the HF turbo, the combination of light grey Alcantara and multicolour stripe cloth used since 1986 was replaced by dark grey Alcantara with diagonal stripe velour. If the Recaro optional seats were ordered, the buyer could choose either full dark grey or green embossed Alcantara upholstery, or extra-cost perforated black leather.

Delta HF integrale "Evoluzione"

At the September 1991 Frankfurt Motor Show Lancia introduced an heavily revised Delta HF,[36] once again named "Delta HF integrale"—but which became better known as the "HF integrale Evoluzione" or simply "HF integrale Evo". Evoluzione cars were built from October 1991 through 1992. At the end of the victorious 1991 World Rally Championship season, where the HF integrale 16v had won both the drivers' and manufacturers' championships, Lancia officially retired from rallying. Despite this, racing development of the HF integrale continued, and factory-developed HF integrale Evos were fielded by independent Martini Racing-sponsored Jolly Club for the 1992 season. Thanks to the two factory-backed privateer teams, Lancia won its sixth and final consecutive Constructor's World Rally Championship. These were to be the final homologation cars; the catalytic 1993 Evoluzione 2 was not developed by the factory into a rally car.

Delta HF integrale "Evoluzione II"

Presented in June 1993, the second Evolution version of the Delta HF Integrale featured an updated version of the two-litre 16-valve turbo engine with more power, as well as a three-way catalyst and Lambda probe.[40] A Marelli integrated engine control system with an 8 MHz clock frequency was installed, incorporating:

The engine developed 215 PS DIN (against 210 PS on the earlier non-catalytic version) and maximum torque of 32 kgf·m (314 N·m) (formerly 31 kgf·m or 300 N·m).

The 1993 Integrale received a cosmetic and functional facelift that included:

With ABS, fog lamps and Recaro seats now standard on all markets, the sole optional extra was air conditioning. The choice of paint finishes was reduced to just three solid colours: bianco (white), rosso Monza (red) and blu Lancia (dark blue).[41] Interior upholstery was always done in beige Alcantara with diagonal stitching on seat centres and door panels. Additional colour and trim combinations were made available through a number of limited editions.

Timed sequential multipoint injection
Self-adapting injection times

Limited editions and specials

Lancia produced several limited and numbered editions models based on the Delta HF Integrale "Evoluzione", each offering unique exterior and interior colours, materials and equipment. Some were put on general sale, while others were reserved to specific markets, owners clubs or selected customers. The following table lists all of the limited editions and their main features.

A notable one-off model was the Lancia Delta Spider Integrale, a two-door convertible built for Fiat president Gianni Agnelli.[55]

After production had finished in 1994, Bruno Maggiora tried to convince Lancia to continue the Delta with a third evolution which was realized in the Delta HF Integrale "Viola", the one and only "Evo 3" car named by its intense violet color. The concept features a new injection system, an IAW P8 ECU and an increase in boost for the Garrett T3 turbocharger, boosting power from 215 to 237 PS at 6,000 rpm and 236 lbft of torque. It also features a GKN limited-slip differential, a new clutch for the center differential, a short shift gearchange and revised springs and dampers.[56]

In 2018, a small Italian coachbuilder called Automobili Amos created a modern version of the Delta Integrale, named the Delta Futurista. Power was up to 330 PS and the car itself weighed 1250 kg. Additionally the rear doors were removed, making it a three-door body. Only 20 examples were produced, each costing £270,000.[57]

Four-wheel-drive system

Delta HF 4WD

The Delta HF 4WD was unveiled at the April 1986 Turin Motor Show,[33] becoming the top of the Delta range.

The basic suspension layout of the Delta 4WD remained the same as in the rest of the two-wheel drive Delta range: MacPherson strut–type independent suspension on all four corners, dual-rate dampers and helicoidal springs, with the struts and springs set slightly off-centre. The suspension mounting provided more isolation by incorporating flexible rubber links. Progressive rebound bumpers were adopted, while the damper rates, front and rear toe-in and the relative angle between springs and dampers have all been altered. The steering was power assisted rack and pinion. The alloy wheels were the 5½J×14-inch Cromodora eight-hole ones found on the HF turbo, but wore wider, lower profile 185/60 SR14 tyres. Brakes were the same all-around disks (vented fronts) used on the GT i.e. and HF turbo.

Visually the HF 4WD carried over most accoutrements of the HF turbo—such as the bonnet cowls, side skirts, and blacked-out trim—and then added more. Besides the new bumpers (the front one with integrated fog lights) that would soon be adopted by all Deltas with the 1986 facelift, there were quadruple round headlights—the inner pair smaller in diameter than the outer, red piping around the grille openings, two double pinstripes highlighting the waistline and side crease, and dual exit exhausts. Red "HF 4WD" scripts and badges were carried on the radiator grille, side skirts and on the matte black insert between the tail lights. Inside seats and door panels were upholstered in a combination of grey Alcantara and multicolour "Harlem" wool cloth, supplied by Italian fashion house Missoni. Optional Recaro anatomic sport seats were covered in the same materials. The instrumentation had yellow scales and hands, a prerogative of all HF models to come; it added two auxiliary gauges to the six already present in the Delta's instrument binnacle, and included a boost pressure gauge, a voltmeter, oil and water thermometers, as well as an oil manometer

Some months after the HF 4WD's introduction, at the end of the 1986 season, Group B rallying was terminated after a string of fatal accidents, and Group A took over as the World Rally Championship class. A production of at least 5,000 examples in 12 months was required by the new homologation rules.[35] Although not originally developed with rallying in mind, the Delta HF 4WD provided a suitable basis to build a Group A rally car. The Group A Delta HF 4WD scored the first two places in its first outing and 1987 season starter, the Monte Carlo Rally. From there it went on to win 9 out of 13 championship races, and ultimately the 1987 World Rally Championship for Manufacturers. Juha Kankkunen also won the 1987 World Rally Championship for Drivers at the wheel of a Delta HF 4WD.[32] Delta HF 4WDs also placed first in the two races of the 1988 season, before being replaced by the much-improved Delta HF integrale. The match of Lancia's three differential four-wheel-drive system and turbocharged 2.0-litre engine had proven competitive, and through continuous improvements would go on to win six consecutive World Rally Championship titles.

Delta HF integrale "Evoluzione"

The Evoluzione's engine was the same turbocharged 16-valve two-litre used on the previous model, but power had increased to 210 PS at 5,750 rpm, chiefly thanks to a new, single outlet 60 mm diameter exhaust system.[37] Maximum torque was unchanged at 31 kgf.m, but was now reached at a higher, 3,500 rpm.[38] An eight-valve "kat" catalytic converter-equipped variant, with an unchanged 177 PS output, continued to be produced for countries where such equipment was mandatory. Mechanical changes included a strengthened steering rack and a power steering oil cooler.[37] The suspension was reworked and strengthened, e.g. using box section track control arms. Front strut towers were raised, which necessitated an aluminium strut brace. The braking system featured larger diameter discs and vacuum servo, and fixed two-piston Brembo calipers at the front. No changes were made to the four-wheel-drive system.

Front and rear tracks were wider than on earlier Deltas, by 54 and 60 mm respectively.[36] The wheel arch bulges were consequently extended and made more rounded. They were now made in a single pressing, rather than welded on as they previously were. Besides the aforementioned wings, the Evoluzione bodywork included a new bonnet, front and rear bumpers, box section side skirts, rear doors, and a rear spoiler. The front end was distinguished by twin, smaller diameter round headlamps—with the outboard pair, the dipped beams, being of the novel projector type. The bonnet had a wider and taller hump, and new lateral air slats to further assist underbonnet ventilation. The roof spoiler above the tailgate was manually adjustable in three positions—lowered, raised or fully raised via two included brackets—favouring either or rear axle downforce. New five-bolt 7½Jx15-inch Speedline Montecarlo alloy wheels, with the same design of those used on the rally cars, wore 205/50 tyres. Other outside changes were new windscreen wipers with integrated spoilers, a sports-type gas cap, and new yellow HF badges, decorated with the traditional red elephant used on Lancia HF cars of the past.

Paint options included three solid colours (white, rosso Monza (red) and lord blue), and extra-cost metallescente mica colours (black, madras blue, winner red and derby green). Inside the cabin there was a new leather-covered Momo Corse sports steering wheel. Interior trim was otherwise unchanged from the 1990 model HF Integrale 16v. The standard seat interior was done in a combination of dark grey Alcantara and grey velour with diagonal coloured stripes. If the Recaro anatomic seats (which came as standard on some markets) were ordered, upholstery was in perforated Alcantara (either green with white, grey and black exterior colours, or dark grey with all others) or, at extra cost, in black perforated leather. Notable options were a six-way Bosch anti-lock braking system, an electric metal sunroof, and air conditioning. Some of these features were standard on some markets.

Starting in late 1992 assembly of the Evoluzione was contracted to Maggiora, a body panel supplier for Fiat which became a car manufacturer.[39] Maggiora took over part of the recently shuttered Lancia Chivasso plant and restarted production on 16 October 1992.

Delta HF integrale "Evoluzione II"

The engine developed 215 PS DIN (against 210 PS on the earlier non-catalytic version) and maximum torque of 32 kgf·m (314 N·m) (formerly 31 kgf·m or 300 N·m).

The 1993 Integrale received a cosmetic and functional facelift that included:

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 turbo engine
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
Knock control by engine block sensor and new signal handling software for spark park advance, fuel quantity injected, and turbocharging

New 16" light alloy rims with 205/45 ZR 16 tyres;
Body colour roof moulding to underline the connection between the roof and the Solar control windows;
Aluminium fuel cap and air-intake grilles on the front mudguards;
Red-painted cylinder head;
New leather-covered three-spoke MOMO steering wheel.
Standard high-back Recaro sport seats.

Limited editions and specials

A notable one-off model was the Lancia Delta Spider Integrale, a two-door convertible built for Fiat president Gianni Agnelli.[55]

In 2021, it was announced that FIA World Rallycross Championship team GCK Motorsport were set to revive the Lancia Delta as a modern electric rallycross race car for the 2022 FIA World Rallycross Championship. The car was to be based on a retrofitted road-going electric version of the model called Lancia Delta Evo-e RX.[58] The car made its debut at the final round of the season.[59] For the 2023 season, GCK Motorsport committed to running the car in the championship until 2025.[60] However, both cars were destroyed in a fire on the 21st of July 2023.[61]

Launch

The second generation Delta's world première was held at the March 1993 Geneva Motor Show, alongside that of the final "Evo 2" HF Integrale.[82][84] Sales commenced in May.[85]

Initially the Nuova Delta was offered with three engines and outputs varying from 76 to 142 PS: an entry level SOHC 1.6-litre, and two DOHC inline fours with Lancia's twin counter rotating balance shafts, an eight-valve 1.8 L and a 16-valve 2.0 L. Trim level were three: base and LE for the 1.6 and 1.8, base and richer LS for two-litre models. The sportier 2.0 HF was also unveiled in Geneva, and went on sale in September; it used a version of the 16-valve 2.0 L equipped with a Garrett T3 turbocharger and an intercooler to produce 186 PS.[86] Mechanical changes from the other Deltas included upsized 205/50 tyres, stiffer suspension, standard 4-way ABS, a "Viscodrive" viscous coupling limited slip differential and, in the HF LS trim, electronically adjustable dampers with two settings. Visually the HF turbo was set apart by an eggcrate grille with a gunmetal surround and a yellow HF badge, a sportier front bumper complementing 28 mm wider front wings, black side skirts, specific 15 inch seven-spoke alloy wheels and a spoiler at the base of the rear window. Larger disk brakes and optional Alcantara Recaro sport seats were shared with the 2.0 LS.

Portuguese buyers were given an additional option at the bottom of the range: a fuel-injected 1.4-litre engine, producing 71 PS, to suit that country's tax laws.[87] Thanks to very short gearing, the 1.4 actually had a quicker time than the larger 1.6, albeit this also meant a much lower top speed and higher fuel consumption. About a year after the launch, in June 1994, the 1.9 turbo ds turbodiesel variant was added to the range; it was powered by the usual 1,929 cc SOHC unit, pushing out 90 PS.[88] The turbo ds was given the flared fenders and bumper of the HF, and was available in base and LE trim.[89] Presented a month later and put on sale in autumn, the Delta 2.0 GT paired the naturally aspirated two-litre engine with the looks of the HF—flared fenders, bumper and spoiler.[90]

HPE

Despite a three-door having been rumoured since 1991,[91] until 1995 only a five-door hatchback bodystyle was offered. At the 1995 Geneva Motor Show the three-door was introduced, christened HPE—a denomination that had previously been used for a shooting brake variant of the Lancia Beta, and standing for "high performance executive".[92] At first the HPE was only available with the three top engines: 2.0 16v, 1.9 turbodiesel and 2.0 16v turbo in HF guise.[93] The three-door bodyshell had entirely redesigned body sides, but retained the roof and rear section of the five-door model; rear wheelarch flares complemented the HF-derived wide front wings and bumper, sported by all HPE versions. This meant the HPE was around undefined cm wider than a standard Delta, while all other exterior dimensions remained unchanged. Styling differences from the five-door included specific side skirts and a body-colour grille, to which the HPE 2.0 HF added all the accoutrements of the five-door HF and additional air intakes under the headlights.

1996 revisions

At the beginning of 1996 the range was updated. All naturally aspirated engines were replaced; the 1.6 and 1.8 8-valve by 16-valve units, while the 2.0 16v was discontinued in favour of a 1.8 16v equipped with variable valve timing.[94]

Trim levels for the five-door were now three: base LE, richer LX and GT, exclusive to the 1.8 V.V.T. engine. The three-door HF turbo remained the only one offered, as the five-door version was discontinued.[95] In addition to the turbocharged engines, the HPE was available with 1.8 V.V.T. and also the smaller, 1.6 L, engines; the latter, entry level HPE adopted the bumper and narrow front wings of the standard Delta. Minor styling changes were introduced, such as alloy wheels and wheel covers of a new design, chrome vertical bars to the five-door cars' grille, and body colour mirror caps.

1997 revisions

November 1997 brought the last revisions for the Delta. Seven models made up the updated range: five-door and HPE with a choice of 1.6, 1.8 V.V.T. or 1.9 td engines—the 2.0 16v having been phased out—and a renewed 2.0 HF, again in HPE form only.[96] The 5-door range was reduced to a single LS trim. More of the plastic exterior details were now painted in body colour, namely bumper, bodyside and C-pillar inserts. All HPEs donned flared front wings. The updated HPE 2.0 HF was shown at the Bologna Motor Show in November.[97] Visually it continued the monochrome theme of the restyled cars, and it was made more distinctive by bumpers, side skirts, and spoiler of a new design, and 16 inch Speedline Montecarlo alloy wheels with 215/50 tyres; inside the seats were upholstered in black leather with contrasting colour Alcantara centres. Mechanically it received a tweaked engine, producing 193 PS, which made for a 5 km/h higher top speed.

The Delta was dropped from Lancia's lineup in 1999 with no immediate successor, after nearly 139,000 units had been produced.[3] The related but more successful Dedra saloon was replaced at the same time by the Lybra, a compact executive car not offered with a hatchback bodystyle.

Launch

The second generation Delta's world première was held at the March 1993 Geneva Motor Show, alongside that of the final "Evo 2" HF Integrale.[82][84] Sales commenced in May.[85]

First generation

History

Development

Second generation

History

Third generation

See also

References

Debut

1982 facelift

Delta HF

Delta HF turbo

1986 facelift

1991 revisions

Development

Debut

1982 facelift

Delta HF

Delta HF turbo

1986 facelift

1991 revisions

Four-wheel-drive HF variants

Four-wheel-drive system

Delta HF 4WD

Delta HF integrale "8V"

Delta HF integrale 16v

Delta HF integrale "Evoluzione"

Delta HF integrale "Evoluzione II"

Limited editions and specials

Four-wheel-drive system

Delta HF 4WD

Delta HF integrale "8V"

Delta HF integrale 16v

Delta HF integrale "Evoluzione"

Delta HF integrale "Evoluzione II"

Limited editions and specials

Performance

Rallying

Saab-Lancia 600

Lancia Hyena

History

Specifications

Specifications

Concept cars

Italdesign Orca

Lancia HIT

Italdesign Orca

Lancia HIT

Launch

HPE

1996 revisions

1997 revisions

Launch

HPE

1996 revisions

1997 revisions

Specifications

Engines

Engines

Features

2011 facelift

Engines

Safety