We are pleased to offer 1992 Lancia Delta Integrale EVO 1, Group A Tribute s/n 557274, an impressively user-friendly, road-going, yet race-prepared monster of a car pushing out 407bhp at the wheels with 400ft/lbs of torque, thanks to a 26 PSI max boost, built at a cost of over £100,000 (then $160,0000 USD) for hard-parts alone, using all the best Integrale race part and engine specialists. While the performance is staggering when on boost, at lower RPM (and off boost) it’s as tractable as it is a blast to drive, making it the perfect dual-purpose, road-going Cars & Coffee participant or back-road-rocket.

The project was started by Dave Harper in 2004 with a damage free and rust free donor car, which began a no-budget, obsessive-compulsive, four-year, photo documented project. The tub was stripped to bare metal, rust proofed, seam welded, Abarth-design strengthening plates for multiple stress areas were added, the inner rocker panels were reinforced, a full twenty-three point Sparco roll cage, a tubular front upper cross member and an aluminum rear firewall were all added. The completed tub was then primered and painted in white.

Ongoing body updates included lightweight, flared and vented Carbon Kevlar front fenders, widened and modified front and rear bumpers, a Carbon Kevlar roof spoiler and Group A carbon fiber mirrors. Vented inner fenders allowed cool air into the engine bay and hot air was given an escape out. All four doors, the hood, the rocker-sill panels and tailgate were all replaced with light weight fiberglass pieces. FIA-approved Lexan side and rear windows, with very high quality sliders, were given a bronze tint and installed.

The interior was stripped and fitted with an Alcantara covered dashboard and inner door panels, a Carbon Kevlar inner roof vent and a Group A floor plate and navigator’s footrest were added. Twin Sparco EVO bucket seats and twin Sabelt six-point safety harnesses were installed, using steel seat rails and Sparco alloy seat mounting brackets. FIA-approved padding was added to the roll cage. Two plumbed-in, FIA-specification fire extinguisher systems and one hand-held fire extinguisher were also added. Performance feedback info is sent to the driver and co-driver via an AIM Motorsport MXL data logger, Abarth 80mm boost gauge, Stack oil pressure Gauge and a Carbon Kevlar dashboard and navigator panel. Additional interior equipment includes heat shielding, air horns and a map reading light for the navigator. It has, in other words, everything you need and nothing you don’t.

The suspension system features chrome-Moly front and rear suspension arms and pickup point with 3/4″ tie rod ends fitted to GAZ Gold coil overs (with helper springs), rose-jointed Chrome-Moly rear tie rods, a Chrome-Moly differential cradle, aluminum front and rear strut braces, a rear underbody brace and front and rear spherical bearing top mountings. It is poly bushed throughout and everything is built to Factory Evo specifications. The braking system features a Wilwood bias pedal box and AP Racing cylinders, an AP Racing bias valve, a vertical hydraulic handbrake lever and three AP Racing reservoirs and associated pipe work. The front brakes comprise purpose built disc bells, AP Racing six-pot calipers, Ferrodo DS2500 pads and AP Racing 355mm x 35mm floating discs. The rear brakes comprise purpose built disc bells and mounting brackets, AP Racing four-pot calipers, Ferrodo DS2000 pads, and AP Racing 305mm x 26mm discs. All brake hoses were supplied by Goodridge, with Brembo supplying the handbrake calipers and brackets. Steering comes via a BMW MINI power-steering pump and custom-made power-steering pipework, plus a Sparco steering wheel with an FIA-specification quick release boss. Since power goes to all four wheels, Lancia Delta Integrale Evo s/n 557274 puts power to the ground through original style Compomotive 17” x 8” alloy wheels fitted with a matched set of Michelin Pilot Sport 215/45/ZR17 and comes with a spare set of Compomotive MO six-spoke 17” x 8” alloy wheels mounted with Hankook 210/625/R17 tarmac rally tires.

The engine was built by the late Fiat-Lancia specialist Guy Croft putting out 407bhp at the wheels (so about 540bhp at the flywheel) and, more importantly, 400ft/lbs of torque courtesy of some meticulous – and therefore expensive – engineering. The work included a Guy Croft cylinder head fitted with his own camshafts, cam pulleys, triple valve springs, race valve guides, three-angle valve seats, pistons and rings, crankshaft, and Cunningham connecting rods made to Guy Croft’s own specification. The engine was dry-sumped and has a high-pressure oil pump, a baffled sump complete with windage tray, made-to-order front engine mounts with oil takeoffs and a Morroso electrical oil pressure accumulator all keep it lubricated. The engine is force-fed via a Garrett GT3076R turbocharger, Lancia Kappa inlet manifold (made to Guy Croft’s own specification, of course…), an anti-lag valve, a K&N performance air filter and aluminum cool-air box and a massive intercooler with pipework. Fuel is delivered by an ATL FIA-specification fuel tank (with an ATL baffled sump and safety foam), enclosure and mounting. Two low-pressure lift pumps and two Bosch 044 motorsport high pressure pumps feed an ATL fuel swirl pot via Goodridge fuel pipes and fittings. A custom-built fuel injector rail supplies gas to Bosch EV14 800cc injectors. The ignition is taken care of by an AEM Cdi Ignition system. The 3-inch exhaust system features twin mufflers, a Turbosmart external waste gate and external waste gate pipe and a custom-built exhaust manifold, the latter two items being made of stainless steel. The exhaust is strategically wrapped to prevent heat damage to nearby components and too ensure the very best thermal conductivity and improved gas flow. When completed Delta Integrale s/n 557274 weighed in at approximately 2,200 lbs, giving it Supercar performance.

Cooling comes from an oversize aluminum radiator and Mocal oil cooler, the latter of which includes an HKS remote oil filter housing. Both oil and water cooling systems feature custom-built pipework by Goodridge and ASH respectively. A Forge aluminum header tank and twin cooling fans complete the specification. The engine management system comprises a DTA S60 ECU, which has been mapped by Advanced Motorsport and Engineering on Dynopak with a Turbosmart boost control valve. Other components include a lightweight and custom built wiring harness and Bosch 150 amp alternator, a Brise aluminum racing starter motor, an FIA-specification battery master system from the same company, a lightweight battery and lightweight mounting cage and a back-up secondary fuse box.

The five-speed transaxle case features stronger straight-cut gears and was machined to be perfectly true and strengthened, with power coming through a lightweight flywheel and a Twin-Plate 7 ¼” Alcon Rally clutch, thanks to an AP hydraulic slave cylinder and center-release bearing. A Quaife differential and a quick shift kit with a Sparco gearknob help row it through the gears while a gearbox breather keeps internal pressure down. An aluminum sump guard protects the underside of the engine and transaxle. Most recently the transaxle was gone through by Valtellina Automobili in Sonoma, CA late last year at a cost of $6,775.06.

For those who don’t follow the WRC (World Rally Championship), Lancia is the most successful manufacturer in world rallying, EVER. When the WRC shifted from Group B to Group A specifications in 1987, the Lancia Delta 4WD was the right car at the right time, far better suited for rallying than any other on the market. Over the years Lancia has had more than 74 WRC race wins and 11 World Rally Championships (with six championship wins with the four evolution’s of the Delta Integrale, a unique figure in the WRC, for any car). The Delta Integrale, all versions combined, has scored 46 WRC wins, another unique and unmatched figure. The Lancia Delta 4WD evolved through the years (from 1987 to 1994) to be called the Integrale then Integrale 16V and finally Integrale Evoluzione, winning six world rally championships, far more than any other auto manufacturer. Championship or race winning driver’s included Juna Kankkunen, Miki Biasion, Didier Auriol, Markku Alen, Henri Toivonen, Walter Rohrl and many more!

With a build cost well in excess of £100,000 (then $160,0000 USD) over a total of nine years (2004-2012), the original owner has done the research, spent the many hundreds of hours building the tub and suspension, and written the multiple big checks for the engine, transaxle and all the related goodies. Lancia Delta Integrale EVO 1 Group A Tribute s/n 557274 was featured as Case Study # 1 in Guy Croft’s book on Modifying and Tuning Fiat/Lancia Engines and is built to the ultimate Integrale specifications, replicating this Lancia would be wildly expensive and hugely time consuming. Lancia Delta Integrale Evo s/n 557274 is super-responsive, the mechanical sounds are just loud enough to know your driving a sensory experience, yet quiet enough that you will not wake up the neighbors on your way to Cars & Coffee, comes with a massive stack of obsessive-compulsive build and maintenance docs, comes with a street legal Nevada title and is the perfect dual-purpose, road-going Cars & Coffee participant or back-road-rocket. Because of California’s draconian smog laws, not for sale in California. Priced to sell and impossible to duplicate at $129,500

1992 Lancia Delta Integrale EVO 1, Group A Tribute #557274

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