1988 Lancia Delta HF Integrale
Here's the best car known for its World Rally Championship (WRC) career in the late 1980s and early 1990s, when it dominated rallying in Group A. Yes it's the Lancia Delta HF 4WD Integrale produced by Lancia Italian automaker. As we know the WRC regulations, all competition cars must based on the road car / mass production is not a prototype car, so you can buy this cars for your daily driver, and as the pictures is the road versions of the Lancia Delta HF 4WD Integrale built in 1988.
Detail about this car by owner
1988 Lancia Delta HF Integrale. This is a desirable non-catalytic 8V model.
Have an original 62k kilometers, or less than 39k miles. It has been in secured dry storage for most of the last decade, which is why I believe the observed mileage is original. I have ownership and some of the service documentation from the two previous owners, dating back to 52k kilometers in 2004 when it entered Canada.
The car sports Bordeaux or Dark Red Metallic, paint code 167, and appears to be the original color. I believe some of the paint is original, although bumpers and other clearly non-oxidized panels have been resprayed at some point. The car bears several Evo-impersonating modifications, including what appears to be a factory Evo hood and 8 valve front and rear bumpers that have been resculpted by a previous owner for a more Evo-inspired look. For example the rear bumper is now a single-exit Evo style and both have the center trim strip (originally 3" wide, black) shaved. An unpainted and never mounted Evo hatch ducktail wing is included (think Martini livery), courtesy the previous owner.
At this point, many of the Integrales (especially in the UK) have some notable rust. I have exhaustively combed this car for panel rust and have only been able to find it in three small local areas. There is rust at the bottom of the windshield on the scuttle panel - no perforation, but this is common due to ill-fitting windshield gaskets. This panel isn't available but the repair procedure is well-documented. The other locations are on the lower trunk lid and below the battery, all of which appear to be limited to surface corrosion. Due to all-dry storage this rust has not visually progressed under my watch. Other common corrosion locations such as under the front fenders, under the side skirts, and the trunk area appear completely rust-free. The right side foglight glass (actual glass) is broken, a replacement assembly is available shipped from the UK for $100. The side skirts are included, but not mounted. One has a paint blemish serious enough that it would be worth respraying, and the other is cracked but repairable. Both bumpers have some paint issues as well, and the fuel door at some point in the distant past clearly was meddled with or got stuck -currently it does not lock and has some paint damage. The roof and sunroof paint is likely original and is the most oxidized of all. Overall, the car could use some cosmetic cleaning up if it is destined for a car show or a collection - the pictures tell a better story than my words so judge for yourself. To me, it is in wonderful daily driver appearance for a 25-year old car.
The interior appears to be an original and rare all-black vinyl rather than the striped suede most non-Evo/leather examples seem to be. The standard front Recaro seats are there, and all of the vinyl is in good shape with no visible distress or tears. The carpet is faded and could deserve to be replaced after all these years- luckily there are multiple sources - after that, new floor mats would finish off the interior cosmetically. I noticed today that one of the rear shoulder seatbelt tensioners has perished and will need to be replaced - all others are operational. Also, the tilting steering wheel appears to be currently incapable of tilting, but it may simply be jammed - it was working a few weeks ago. The A/C switch is included with the A/C parts but appears currently as a missing button on the center console. All gauges are operational, the front power windows work, and the rear hand window cranks do as well. The sunroof is manual and slides easily. Last tested several years ago, it did not leak. The stock shift knob and boot were replaced by a previous owner for a "Sportline" model. Shifter is smooth yet positive, and the clutch has good engagement with no sign of slipping under load.
I bought the car with non-running R12 air conditioning, and though I have removed all of these parts they are all boxed and included. Currently, the entire HVAC box is removed from the engine compartment and there is a heater bypass hose installed. I was intending to fit a simple heater core ducted to the hood (as fitted to WRC Integrales), but have not gotten around to it.
The best news is that I bought it in running and driving condition, and it still does both. These Fiat twin cam engines are known for their leaks, and the turbocharger and extra associated plumbing on Integrales does not help. As an over 25 year old car, the rubber and gaskets were getting quite tired, so I just completed a fairly comprehensive (in-chassis) powertrain restoration. This included replacing essentially every rubber hose, hose clamp, and belt, and stripping the engine down to a long block and carefully degreasing and cleaning everything before reassembly. The head gasket and lower oil pan gasket were not replaced, but essentially all other gaskets were. Both timing belts and the serpentine belt were replaced, along with new tensioners and idlers. Many removable parts were powerdercoated due to the original plating and/or paint getting tired. New ignition components (plugs, cap, rotor, wires), oil and fuel filters, and a new intake were also fitted. The car has a non-OEM recirculation valve, but which is plumbed in the OEM style (rather than venting like a blow-off-valve).
Before I began the in-chassis powertrain restoration, the engine had developed a high 2000rpm idle (common due to intake leak), and was weeping externally from every gasketed joint seen and unseen. I performed this work hoping that the head gasket was good, since the compression was fine and there was no mixing of water and oil. Now that I have it running again (and purring a nice low idle), I can see clearly that there is oil ever so slowly but surely weeping out of the exhaust side of the head gasket when the engine is at temperature- this is the side of the head for the pressurized oil supply to the camshafts and valvetrain. Unfortunately, this means the head will need to come off at some point. What this amounts to right now is simply a slow weeping and vaporization of oil when up to temp- so far, not even enough to drip down the front face of the block. Luckily, head gasket replacement can be accomplished without disassembly of the valvetrain (all head bolts are accessible), and since the timing components and all the engine rubber are all-new, they should be simple to refit. I have noted two small pinhole exhaust leaks downstream of the turbo downpipe that are accessible and should be easy for any competent muffler shop with a MIG welder to address in just a few minutes.
The car is fitted with 5-spoke Ronal alloy wheels that I believe were originally intended for a Fiat (though they bear Lancia center covers) and BF Goodrich mud and snow traction tires that have plenty of tread and serve great dirt rallycross duty. I also am including four phone-dial style original and correct Integrale wheels (should be refinished, they are from a stage rally car) which are currently shod with Michelin M4 rally tires. These are very high-profile tires and will not fit on the car at its current ride height, although BC sells a nice rally-street coilover system for $800 that would allow great flexibility for both options. Other spares are included (air filters, spark plugs, genuine Lancia oil filters) as well as the hardcopy Factory Repair Manual.
This car very cool as a daily-driven weekend rallycrosser or eventually restored to as-new greatness.
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