1987-1989 LANCIA Delta HF Integrale 8v
Price at launch: £13,980
Performance
0-60mph:6.2secs
0-100mph:18.9secs
Top speed:128mph
Power:185bhp
Torque:224lb/ft
MPG:24mpg

Engine

Configuration:in-line four
Aspiration:turbocharged
Fuel:petrol
Fuel delivery:electronic fuel injection

Chassis

Suspension Front: Independent, struts, coil springs, lower wishbones, telescopic dampers, anti-roll bar
Suspension Rear: Independent, struts, coil springs, lower wishbones, telescopic dampers, anti-roll bar
Drivetrain: front-engine AWD
Steering: rack and pinion
Bodyframe: metal monocoque
Transmission: Five-speed manual

Dimensions

Length: 3894mm
Wheelbase: 2474mm
Width: 1621mm
Height: 1379mm
Weight: 1267kgs

Overview
The first Integrale an for many enthusiasts, the best. For this rally homologation special, a 2-litre version of the venerable Fiat twin-cam had a full-pressure turbo to deliver 185bhp. Combine this with permanent four-wheel-drive and wide tyres and the ensuing super-hot hatch was fast-agile and grippy, with none of the torque steer than afflicted lesser rivals. Although part of the UK Lancia range, the Integrale was never converted to right hand drive, so if you come across a right-hooker check to see which company carried out the conversion.

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.