Lancia Delta Integrale Evoluzione

Evoluzione History
The Lancia Delta Integrale Evoluzione was launched in October 1991. Normally referred to as Evoluzione (Evolution) or Deltona (Big Delta), this model is the culmination of continuous development and innovation - driven by a passion for competition successes. The rate of technological advancement prior to its launch could not have been maintained had it not been for the burning desire to compete at the highest level of motorsport, taking on every works team from Europe and Japan. The result was to be the ultimate combination, a four-wheel drive saloon with true sportscar characteristics.

The interaction between competition cars and production road cars gave rise to the latest modifications, which have given us this Delta: an unbeatable car, whether on the toughest of rallies or on normal roads. The looks of the Delta Integrale Evoluzione are dictated by the need to increase the track and raise the damper mounting points; hence the bonnet and side-arches (which are even wider this time) have been redesigned.

The car looks even sportier now thanks to the new elliptical headlamps, a spoiler on the top of the tailgate and cut-out wheels for improved brake ventilation. In particular, there is a wider, bigger, bonnet bulge with new lateral air intake grilles to improve ventilation to the engine bay. The bank of lights is all new, with twin headlamps which are smaller but brighter, with an improved cone of light thanks to the elliptical dipped lights. The fog lights have also been improved.

The bumpers are styled to increase the intake of cooling air into the engine bay, and here too there are apertures which make the car look meaner. The windscreen wipers - with 20-inch blades - have an integral spoiler on each arm to improve washing at high speeds. The wheel arches, widened to accommodate the wider track mentioned earlier, are now pressed steel. It is the first time since 1979 that any change has been made to the actual Delta body shell. On the side, the box section side-skirts are linked to the front and rear bumpers. The alloy wheels have been completely redesigned, with a window to improve brake cooling.

The fuel filler cap is the same as the one used on the rally cars. At the rear, the mudguards stretch the whole length of the doors, giving the side panels a more harmonious image overall. The bumper is styled with slightly larger dimensions to match the wider arches, and houses the new single exhaust terminal. There is a spoiler along the top edge of the tailgate, which improves the aerodynamic coefficient by half a point, balancing the increased resistance at high speeds resulting from the larger frontal section (due to widened track and mudguards). In addition to the standard position, the spoiler can be adjusted to give a higher angle of attack to increase down force on the rear wheels.

The cabin retains the elements of the previous version, except for some refinements which have served to update the styling. The steering wheel is a three-spoke, leather-covered momo. The dials have been coloured in order to make the instrumentation stand out and the gear-lever knob is anatomically shaped to fit the driver's hand. Finally, the radiator grille now boasts a new HF logo, with the famous Lancia Elephant which marked the epoch of the glorious Lancia sports cars, from the Aurelia GT to the Flavia, and the Fulvia Coupe to the Stratos.

The Delta Integrale Evoluzione comes in two exclusive 'metallescent' colours, Madras Blue and Derby Green, together with Monza Red, White, Dark Blue, Black and the 'micralised' Winner Red. The Evoluzione has the classic mechanicals of its older sister. Modifications (derived from rally experience) further improve road-holding and drive-ability. Lancia has achieved these objectives by increasing the track by 54 mm at the front and 60 mm at the rear. These are significant changes, conveying a definite improvement in the car's poise and grip, especially in 'on the limit conditions'. The front suspension has been completely redesigned with box-section arms, stronger front struts and reinforced bushes: all elements which cope better with the increased stresses associated with higher performance. The lamellar-valve dampers are thicker, re-calibrated and are mounted 12.5 mm higher; the anti-roll bar is connected to the arms by small links; the springs are bigger, stiffer and guarantee better trim - even in the harshest of conditions.

The increased stress due to the improved road-holding and the potential risk of movement between the strut-tops has been catered for via an aluminium brace, which sits between the front suspension turrets: the result is a stiffer body overall and a beneficial lowering of noise. The rear suspension has been modified with larger transverse links/struts and strengthened by larger springs. They have re-calibrated the dampers with a longer travel, provided a stiffer anti-roll bar with new geometry, and finally, introduced stronger mounting points.

The brakes are all new. The front wheels have been given fixed aluminium callipers with dual-diameter twin pistons (44 mm and 38 mm) and self-venting discs, diameter 281 mm, thickness 26 mm (the previous version had floating callipers with a small, 50 mm piston, and 284 mm diameter/22 mm thickness discs). At the rear the discs are 251 mm, while the power brake is 8-inch. This layout considerably improves both brake quality and wear. In particular, the fixed calliper has less inertia, the twin cylinder provides adequate pressure spread on the lining and the thicker front discs provide optimal ventilation. The brilliant Boshe four-channel six-sensor ABS is still an option. There is a single, oval section - 60 mm diameter exhaust tailpipe with a larger silencer to match.

All these refinements have made it possible to get more power from the engine, which now has a maximum output of 210 bhp (151 kW) at 5750 rpm and a torque peak of 31 kgm (298 Nm) at 3500 rpm - without having to increase displacement.
It has twin camshafts, I.A.W. electronic fuel injection, turbo compressor, inter- cooler and over-boost, electronic ignition with mapped spark advance and an anti-knock sensor integrated with the injection system.

The steering box is larger and has a more efficient power-steering pump, with values close to those on the rally cars. This has produced a precise and more responsive steering. The power steering has been given an oil radiator to guarantee uniform temperature, even in the most arduous of conditions. New, 7.5 inch light-alloy wheels have been fitted, although the rubber is the same size as on earlier versions. The new wheel size exploits the tyres to the full, improving grip on every type of road surface - without paying the price in reduced comfort. The wheels have five bolts, ideally suited to the huge stress to which they are subjected on rough surfaces.