Delta (HF Integrale (Type 831))

Group A and the Delta HF 4WD When the FIA abolished Group B at the end of 1986, Lancia needed a Group A car and needed 5,000 of them built within twelve months. The answer was already in the range: the Giugiaro-styled Delta hatchback, into which Lancia had dropped a transverse 1,995 cc turbocharged four and a permanent four-wheel-drive system for the HF 4WD of April 1986. The driveline combined an epicyclic centre differential with a Ferguson viscous coupling, a Torsen limited-slip rear differential and a free front differential, with torque split roughly 56 per cent front to 44 per cent rear. Output was around 165 PS. Some 5,298 were built, and in its first full Group A season the car took the 1987 manufacturers' title.

The Integrale Arrives September 1987 brought the HF Integrale proper. Blistered arches covered wider tracks and 15-inch wheels, brakes and suspension were uprated, and a larger Garrett T3 turbocharger lifted output to about 185 PS. Around 9,841 were built, plus roughly 2,700 catalysed cars for Switzerland and Germany with reduced output. In March 1989 the 16v followed: a sixteen-valve head under a bulged bonnet, Weber-Marelli IAW engine management shared in principle with the Ferrari F40 and Sierra RS Cosworth, about 200 PS, a lower ride height and a torque split moved rearward to roughly 47/53. Handling became noticeably sharper and less forgiving than the 8v's.

Evoluzione and Evoluzione II The Evoluzione of October 1991 was the last true homologation step. Track was widened by roughly 54 mm at the front and 60 mm at the rear, the arches grew again, the exhaust was enlarged, brakes moved to four-piston alloy calipers and an adjustable rear wing appeared. Output rose to about 210 PS. The Evoluzione II of June 1993 was a road-car exercise rather than a competition one: a three-way catalyst, a revised ECU, a red cam cover, 16-inch wheels and about 215 PS. Production ended in late 1994.

The Championship Record Lancia took six consecutive WRC manufacturers' championships with the Delta family, from 1987 to 1992, a record that still stands, and the car is credited with 46 world championship rally wins. The drivers' titles are more often misstated: the Delta carried Juha Kankkunen to the 1987 and 1991 crowns and Miki Biasion to 1988 and 1989, but in 1990 and 1992 the drivers' championship went to Carlos Sainz in a Toyota Celica while Lancia still took the manufacturers' title. The 1992 campaign was run by the Martini-backed Jolly Club after Lancia had formally withdrawn its works effort at the end of 1991.

Special Editions and the End From 1992 Lancia used the Evoluzione as the basis for roughly a dozen numbered limited editions: the Martini-liveried Martini 5 and Martini 6, colour runs such as Verde York, Giallo Ginestra, Blu Lagos and Bianco Perlato, and club and dealer series including Club Italia, Dealers Collection and the Edizione Finale. Most were built in runs of 15 to 400 cars, and they now command substantial premiums over standard examples. Zagato also built a small run of Hyena coupes on the Integrale floorpan.

Corrosion is the dominant structural issue: sills, inner rear wings, arches, subframes, suspension turret tops, screen surrounds, the rear edge of the roof, the tailgate below the window, the cowl below the windscreen, front chassis legs, the rear crossmember and jacking points. The shell is not especially rigid and stress cracks develop at the A-pillars and sometimes the B-pillars. Mechanically, the upper sump gasket is a common oil leak and on 8v cars leaks onto the exhaust manifold; camshaft and cam lobe wear affects 16v engines, often from metal filings in the oil; valve guides wear; the Garrett turbo can seize if oil level drops, and oil consumption of around a litre per 1,000 miles under hard use is not unusual. Gearboxes lose synchromesh on second and third first, with fifth-gear brass synchro cones also a known wear point. Front differential noise and viscous coupling problems occur. Evoluzione front anti-roll bar drop links are poor quality and can fail in very short mileage. Front brake hoses crack, rear brakes seize and the rear brake compensator often needs replacement. Interiors suffer sagging headlinings, worn Alcantara bolsters and delaminating badges that are hard to replace, and the Weber-Marelli ECU can be troublesome with age and after amateur tuning.

Verify the car is what it is sold as. Every Integrale left the factory left-hand drive, so right-hand-drive cars are conversions, some using unsuitable Regata steering racks; converted cars are worth less and can handle worse. Lesser Deltas are routinely dressed up, and Hagerty and Autocar both note 8v cars passed off as 16v and Evo I cars as Evo II, the latter being easy because the visual changes are minor. Standard Evoluziones are also made up as special editions, so check build numbers, plaques and documentation against the claimed run. Structurally, inspect the sills, wheelarches, subframes and suspension turret tops, the front and rear screen surrounds, the rear of the roof, the tailgate below the glass, the front chassis legs and the rear crossmember; look for stress cracks at the top of the A-pillar, especially on lowered cars, and for evidence of accident damage and poor repair on European and Japanese imports. Mechanically, confirm cambelt history (roughly 36,000 miles on 8v cars, 24,000 miles on 16v), listen for bottom-end rumble and check for white smoke from a tired turbo, worn cam lobes on 16v engines, and second and third gear synchro wear. Check for performance chips and a disconnected overboost solenoid. Solid service history matters more than mileage.

The Integrale market is stratified sharply by variant and by provenance. As of August 2026, classic.com market benchmarks stood at approximately $26,181 for the 8v (trending down), $46,007 for the 16v (trending up), $94,098 for the Evoluzione I (trending down) and $108,982 for the Evoluzione II (trending up). Recorded results across those markets ranged from roughly $13,500 for a compromised 8v to about $163,500 for an Evo II in July 2026 and $155,250 for an Evo I. Special editions sit well above standard cars: Hagerty reported unusual-colour editions at roughly double an equivalent standard car and rally-liveried editions at two and a half times or more, with a 4,000-mile Giallo Ferrari Evoluzione selling for $190,400 at RM Sotheby's in late 2017. UK guide prices from Hagerty's 2021 data ran £16,000-£40,100 for a 1987 8v, £31,200-£72,100 for an Evo I and £40,100-£85,400 for an Evo II. The car was never officially sold in the United States; US demand is supplied by private imports under NHTSA's rule that a vehicle at least 25 years old may be imported without regard to FMVSS compliance, which has been releasing Integrales into the US market on a rolling year-by-year basis since the early 2010s and continues to do so through the Evoluzione II cars.