Lancia Delta HF IntegraLE (1987 - 1993)
BY ANDY ENRIGHT
If ever a manufacturer could afford to rest on its laurels it was Lancia circa 1996. The Group S and Group B categories of international rallying had just been cancelled and its Delta HF 4WD had just easily beaten all comers to take the 1996 World Rally Championship in its very first season. Few realised what was to come. The Delta HF Integrale would evolve over the next six years into one of the most potent road and rally weapons ever and went on to not only carve a place in automotive history but also acted as a halo model, propping Lancia up through some very thin times.
Used Integrales are now getting very collectible indeed. Just make sure you know what youre looking at.
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This doubtless deterred many potential customers who relished the opportunity to get out and overtake a bunch of stuff but didnt fancy the tentative peek into the oncoming. The Integrale is rare in offering uncompromised rally-replica thrills with the added practicality of five doors. Yes, it is a little tight in the back but when alls said and done its a five-door supermini and is as capable of doing the weekly shop as it is blasting around a Forestry Commission gravel track.
Early 8v Integrale models can be found in reasonable condition from around £2,700, making them attractively priced in comparison to, say, an Audi Quattro. If youre looking for a 16v car you should budget at least £3,500 for starters with really clean examples commanding £5,500 or so. Evolution models start at around £5,500 although if you want the definitive Evolution II youll need to stump up at least £12,000. Giallo Yellow bodywork with black Alcantara upholstery is a particularly prized combination for Evo IIs.
Although Lancia latterly adopted a belt and braces approach to rustproofing, the early Integrale 8vs are rather susceptible and it wasnt until the launch of the Evolution models that the company really got to grips with corrosion. If you are going to look at an 8 or 16v model, check for rust around the front windscreen pillars, the top of the rear tailgate, the leading edge of the front doors, the rear wheel arches (some sharp sellers will fit plastic spats to conceal the rot) and the rear suspension turrets. Rear disc brake calipers have been known to seize, especially if the car has been driven enthusiastically in the dirt. These control the handbrake and the cable for the handbrake is also prone to failure so make sure all is OK before leaving the car on a slope at the end of your test drive.
Synthetic oil is a must if turbo life is to be prolonged. The turbo should develop full power at around 3,000rpm when the engine is good and warm. If boost comes in much higher than this the turbo is probably on its way out. Check to see if the turbo has ever been replaced by the previous owner as cars on their original blower are now getting scarce.
Cam belts should be changed every 30,000 miles at the very minimum. More scrupulous owners will swap out the cambelt every two years or every 15,000 miles. Dont worry too much about a stiff second gear on the Integrale. It usually loosens up when the gearbox warms up.
Cars that keep stalling usually have a potentiometer out of adjustment and cars that pull to one side during acceleration and the other during braking are likely to have rogered front suspension bushings. Check the oil cooler on later cars for corrosion on the oil pipe unions. These tend to break, spraying oil about which is never good mid-corner. The VAF valve is also a common source of aggro for Integrale owners.
This valve controls the amount of air directly entering the engine and if the car wont idle at a constant engine speed the valve is probably out of commission.
Replacement parts costs vary wildly according to source and model of car. There are three key problems that can arise with the Integrale. The first is a broken cambelt which will cost around £1,500 to fix, inclusive of labour. A cooked clutch will be £700 to replace but the big bill is for a crankshaft failure brought about by a seized big end bearing.
This will be a wallop in the wallet to the tune of £2,000. There are a number of Integrale specialists who can advise on servicing, spares and repair, the best of the bunch undoubtedly being John Whalley Ltd of Bishop Stortford.
If youre accustomed to the overengineered build quality of modern performance hatches, the Integrale will feel like a collection of parts flying very quickly in loose formation. Despite this initial impression of reedy thinness, the Integrale is in fact a very rugged thing as its tally of six consecutive World Rally Championships and countless privateer successes will attest to. With low weight, great all round visibility and an excellent seating position, even the 8v model will scorch away from most of todays hot hatch brigade, registering a sprint to 60mph of just 6.6 seconds and a top speed of over 134mph.
Trade up to a 16v and youll find a more measured spread of power, sprinting ability dipping to 5.7 seconds. The Evolution models are genuine supercar scarers, with superb handling and plenty of brakes.
What price a legend? The Delta HF Integrale is one of the most evocative names in modern motorsport and if you appreciate your rallying history you owe it to yourself to get behind the wheel of a Grale before you die. Owning one is another step altogether and youll need to budget a hefty sum for upkeep and fettling if youre not to cruelly deplete the Integrale population by one. A well looked after Integrale makes most other so-called performance hatches look distinctly toothless and has an irrevocable coolness that none can match. Are you hardcore?
