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Lancia Delta Integrale Evoluzione |
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Lancia Delta Integrale Evoluzione
The first Evoluzione cars were built at the end of 1991 and through 1992. These were to be the final homologation cars for the Lancia Rally Team; the Catalytic Evoluzione II (below) was never rallied by the Factory.
In order to improve the handling, the Evoluzione I had a wider track front and rear than earlier Deltas. In order to enclose this track in the bodywork, the wide arches were extended even further and in the process also became more rounded. The wings were now made in a single pressing, whereas previously they had been fabricated. The front strut top mounts were also raised in height in the quest for more grip: this then necessitated a front strut brace to control the forces thus generated.
External changes included: new grilles in the front bumper to improve the air intake for engine compartment cooling; a redesigned bonnet (hood) with new lateral air slats to further assist underbonnet ventilation; an adjustable roof spoiler above the tailgate to assist in competition and to emphasise the cars sporty lines; new 5-bolt (stud) wheels derived from the rally cars (stronger than the previous design); and finally, the rear of the car was changed with only one exhaust pipe now showing.
1. No changes to the tried and trusted chassis configuration: MacPherson-type independent suspension at front with lower wishbones;
2. anti-roll bar;
3. segmented dampers with a brace between the strut tops;
4. MacPherson-type independent suspension at rear with transverse rods;
5. longitudinal transversal reaction struts;
6. disc brakes on all wheels, with double cylinder calipers at the front;
7. floating calipers at the rear;
8. split crossover hydraulic circuit with power brake and brake power modulator on rear wheels;
9. Bosch ABS as standard;
10. rack and pinion steering with servo assistance;
The new Integrale retained the four wheel drive layout: an epicyclic centre diff with torque splitter (47% to front, 53% to rear), Ferguson viscous coupling and Torsen rear differential.
The engine, although technically the same as the earlier 16V cars, was remapped to give 210 bhp (157 kW) at 5750 rpm in order to compensate for the slight increase in weight and increased frontal area. This kept the performance figures virtually unchanged.
The above improvements were aimed at, and did change, the cars' handling potential, whith the new car being able to travel 5–6% faster over rally sections both tarmac and gravel. The result was even greater driver confidence when driving in normal road conditions.
Interior trim was now Grey Alcantara as standard, covering the same Recaro seats as fitted to the earlier 16V cars; leather and air Conditioning were offered as options. The interior was finished with a new anotomic grip gear lever and leather-covered Momo steering wheel.
A number of Evoluzione I cars were built to meet Swiss regulations and were consequently equipped with an 8-valve engine complete with catalytic converter, producing 165 bhp (123 kW). It is often considered that this version is a little underpowered for the weight of the car.
[] Lancia Delta Integrale Evoluzione II
The 1993 edition of the Delta HF integrale featured an updated version of the 2-litre 16-valve turbo engine to produce more power, as well as a three-way catalyst and Lambda probe. The addition of the catalyst did not penalise performance. Indeed, the Evoluzione II produced more power and torque than its predecessor, the Evoluzione I. That's because Lancia added a series of technical improvements that may be summed up as follows:
A Marelli integrated engine control system with an 8 MHz clock frequency which incorporates:
1. timed sequential multipoint injection;
2. self-adapting injection times;
3. automatic idling control;
4. engine protection strategies depending on the temperature of intaken air;
5. Mapped ignition with two double outlet coils;
6. Three-way catalyst and pre-catalyst with lambda probe (oxygen sensor) on the turbine outlet link;
7. Anti-evaporation system with air line for canister flushing optimised for the turboengine;
8. New Garrett turbocharger: water-cooled with boost-drive management i.e. boost controlled by feedback from the central control unit on the basis of revs/throttle angle, mapping designed for ultra-progressive response to acceleration;
9. Knock control by engine block sensor and new signal handling software that acted simultaneously on spark advance, fuel quantity injected and turbocharging;
The basic engine structure remained unchanged:
1. twin counter-rotating balancer shafts;
2. light alloy cylinder heads;
3. twin overhead camshafts driven by toothed belt;
4. four valves per cylinder;
The engine developed a maximum power output of 215 bhp DIN (158 kW) (against 210 on the earlier uncatalysed version) and maximum torque of 32 kgf·m (310 N·m) (formerly 31 kgf·m or 300 N·m).
In order to underline the even more advanced engineering and performance of the 1993 version, the new Integrale was also given a cosmetic and functional facelift.
Briefly:
1. new 16" light alloy rims with 205/45 ZR 16 tyres for better brake cooling and enhanced dynamic vehicle behaviour especially in lateral roadholding terms;
2. body colour roof moulding to underline the connection between the roof and the Solar control windows;
3. red-painted cylinder head;
Inside:
1. new leather-covered three-spoke MOMO steering wheel;
2. standard Recaro seats upholstered in beige Alcantara with diagonal stitching;
The sporty look of the new Delta was highlighted by an aluminium fuel cap and air-intake grilles on the front mudguards which as a more efficient 'air exhaust'.
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