Lancia Delta First Generation 1979–1994

Motorpedia Lancia Delta First Generation 1979–1994
Delta First Generation 1979–1994 Featured Image
Lancia Delta
Lancia Delta LX 2012 02.jpg
Lancia Delta LX 1.3 (first generation, 1986–91 model)
Overview
Manufacturer Lancia
Production 1979–1999
2008–2014
Body and chassis
Class Small family car (C)
Body style Hatchback

The Lancia Delta is a small family car produced by Italian automobile manufacturer Lancia in three generations.

The first generation produced between 1979 and 1994, the second generation from 1993 to 1999, and the third generation from 2008 to 2014

The Delta was first shown at the Frankfurt Motor Show in 1979. The Delta dominated the World Rally Championship during the late 1980s and early 1990s. The homologation requirements of Group A regulations meant marketing road-going versions of these competition cars — the Lancia Delta HF 4WD and HF Integrale. A total of 44,296 Integrales were produced.

First generation

First generation
1982 Lancia Delta 1500 alt.jpg
1982 Delta 1500
Overview
Also called Saab-Lancia 600
Production 1979–1994
Designer Giorgetto Giugiaro at Italdesign
Body and chassis
Body style 5-door hatchback
Layout Transverse front-engine, front-wheel-drive or four-wheel-drive
Related Lancia Prisma
Powertrain
Engine
  • 1.1 L I4 (petrol)
  • 1.3 L I4 (petrol)
  • 1.5 L I4 (petrol)
  • 1.6 L I4 (petrol)
  • 1.6 L I4 (turbocharged petrol)
  • 2.0 L I4 (turbocharged petrol)
  • 1.9 L I4 (turbocharged diesel)
Transmission
  • 4-speed manual
  • 5-speed manual
  • 3-speed automatic
Dimensions
Wheelbase 2,475 mm (97.4 in)
Length 3,885 mm (153.0 in) (1979–82)
3,895 mm (153.3 in) (1982–94)
Width 1,620 mm (63.8 in)
Height 1,380 mm (54.3 in)
1,355 mm (53.3 in)
Kerb weight 955–1,340 kg (2,105–2,954 lb)

The first Delta (Tipo 831) was a five-door hatchback, designed by Giorgetto Giugiaro and released in 1979. Between 1980 and 1982, it was also sold in Sweden by Saab Automobile, badged as the Saab-Lancia 600. The Delta was voted the 1980 European Car of the Year.

A special Delta HF Integrale version was a four-wheel drive hot hatch with a turbocharged petrol engine. Modified versions of the HF dominated the World Rally Championship, scoring 46 WRC victories overall and winning the Constructors Championship a record six times in a row from 1987 to 1992, in addition to Drivers' Championship titles for Juha Kankkunen (1987 and 1991) and Miki Biasion (1988 and 1989).

The Lancia Delta S4, which the works team ran immediately prior to the HF 4WD and Integrale models' world championship careers from the season-ending 1985 RAC Rally until the end of the 1986 season, while sharing the same name and appearance, was a Group B race car designed and built specifically for rallying, and was entirely different from the mass-produced consumer versions.

History

Development

The car that would become the Delta during its development went by the project codename Y 5, was conceived as an upmarket front-wheel drive small family car positioned below the larger Beta; an offering around four meters in length had been absent from Lancia's lineup since the demise of the Fulvia Berlina in 1973. Design was by Giorgetto Giugiaro's Italdesign. Its platform put together MacPherson suspension developed for the Beta with four-cylinder, SOHC engines derived from the Fiat Ritmo. The Fiat engines were revised by Lancia engineers with a Weber twin-choke carburettor, a new inlet manifold, exhaust system and ignition. To achieve its market positioning the Delta offered features uncommon in the segment, as fully independent suspension, rack and pinion steering, available air conditioning, optional split-folding rear seat, height-adjustable steering wheel, and defogger. Its three-piece body-coloured bumpers made from polyester resin sheet moulding compound were claimed by Lancia to be a first in the industry. The heating and ventilation were developed with help from Saab, experts in the field.

Debut

Whilst details about the car were known since the spring, the Lancia Delta was unveiled to the public at the September 1979 Frankfurt Motor Show, At launch three models were offered: the base Delta 1300 4-speed, with a 1,301 cc 75 PS engine and simplified equipment, Delta 1300 5-speed, which added more features and an overdrive fifth gear for cruising, and Delta 1500, with a 1,498 cc 85 PS engine and a 5-speed gearbox. The Delta was met with warm reception at the Frankfurt unveiling by the Italian press and by the German one to booth; in December it was awarded the Car of the Year 1980 recognition by a jury of 53 automotive journalists from 16 European countries.

 
1982 Delta 1500, rear view

Sales started in October 1979; 43,000 were sold in 1980, and by the end of 1981 production had exceeded 100,000. At the beginning of 1982 as an automatic transmission option was added, the 1500 Automatica; its 3-speed was built by Lancia in the Verrone plant and was already being installed on Betas. In March the top-of-the-line 1500 LX trim level joined the lineup; it featured extended convenience equipment, metallic paint, 14-inch alloy wheels penned by Giugiaro and wool cloth upholstery in a chequered fabric specially designed by Italian fashion house Zegna. Two months after the trim level was extended to the 1.3-litre engine too, which simultaneously increased its output to 78 PS thanks to a raised compression ratio and electronic ignition.

1982 facelift

 
Facelifted Lancia Delta

November 1982 brought the first facelift for the Delta. The bumpers were changed from three-piece sheet moulded compound to one-piece thermoplastic polymer, the front one was redesigned with a more prominent lower spoiler; another aerodynamic addition was a flat body-colour spoiler applied to the rear part of the roof. Other changes included the deletion of the anodised fascia between the rear tail lights and a 40 kg weight reduction on all models. Inside there were new seats and, on the range topping models, an optional digital trip computer. Concurrently the Delta GT 1600 was launched, the car's first sporting variant. It was powered by a 1585 cc, 105 PS twin-cam engine with Marelli Digiplex ignition; lower profile tyres, retuned suspensions and disk brakes on all four wheels completed the package. Standard equipment was the richest available and some optionals like air conditioning were exclusive to the GT; the cabin was upholstered in Zegna cloth. Outside details like a "GT" badge on the right side of the grille, matte black door handles and window trim distinguished it from other Deltas. As the 5-speed 1500, 4-speed 1300 and LX versions were dropped — the latter only to be reintroduced in April 1984 on the 1300 LX, with revised equipment—the range was now composed of three models. On 9 March 1984 the 200,000th Delta left the Chivasso factory.

Delta HF

 
A 1984 Delta HF, originally a Lancia UK press car. Despite sporting Martini stripes this is not one of the 1984 HF Martini limited editions, which had different graphics and badging.

The first performance Delta was the Delta HF, which was introduced in July 1983 and went on sale in September after a first appearance at the Frankfurt Motor Show. the HF acronym—last used on the Stratos—stood for "High Fidelity", and had been used on performance version of Lancia cars since 1966. It was front-wheel drive and powered by a turbocharged version of the 1.6-litre engine from the Delta GT; the system used a Garrett TBO- 225 turbocharger with wastegate valve, an air-to-air heat exchanger, a blow-through twin-choke Weber carburetor and Marelli Microplex ignition with pre-ignition control. To withstand the additional stress deriving from turbocharging upgrades were made to the oil system, with increased capacity and an oil cooler, and to the heads with sodium-filled valves. The gearbox was a ZF 5-speed unit. Dampers, springs and steering were retuned, and the tyres were wide 175/65 Michelin TRX on R 340 alloy wheels. In true Lancia tradition the exterior of the HF was relatively understated: changes were limited to silver "HF" badging on the grille, a deeper chin spoiler, black trim as on the GT, black roof drip rail mouldings, black side skirts with small silver "turbo" badges in front of the rear wheels, the 1982 roof spoiler painted in black, air intake cowls on the bonnet grilles, bronze-tinted athermic glass and 8-spoke alloy wheels. The cabin featured a leather-covered steering wheel and supplementary digital instrumentation with bar indicators; the upholstery material was the usual Zegna fabric, and Recaro sport seats covered in the same cloth optional. About ten thousand Delta HF were made, in a two-year production period.

A special limited edition of the HF, named HF Martini, was launched at the March 1984 Geneva Motor Show. To celebrate the rally victories of the Lancia-Martini Rally 037 it was painted white with a Martini stripe on the sides below the door handles, and carried Martini-coloured badging; Recaro sport seats were standard. Only 150 where produced between 1984 and 1985.

Delta HF turbo

In October 1985 Lancia unveiled alongside the road-going Delta S4 a new version of the HF, renamed Delta HF turbo in view of the four-wheel-drive HF début awaited after the next summer. To address some criticisms the car was given less subdued styling features and more generous equipment to differentiate it from the other Deltas: red "HF turbo" scripts on the grille, the side skirts and the rear hatch, a three-spoke sport steering wheel, dual wing mirrors, a two-colour pinstripe along the mid-bodyside character line and Pirelli P6 tyres on 14-inch Cromodora alloy wheels with a new 8-hole design. Price, technical specifications and performance remained mostly unchanged. When in later years the more powerful, four-wheel-drive HF models were introduced the HF turbo remained on sale alongside them.

1986 facelift

 
Post-1986 Lancia Delta HF turbo

The HF turbo soon lost its crown as top-of-the-range Delta, as the turbocharged 2.0-litre and four-wheel drive Delta HF 4WD was unveiled at the April 1986 Turin Motor Show. Some of the features of the HF 4WD previewed a major mid-cycle refresh for the entire Delta range, announced in May 1986 and put on sale in June. New enveloping bumpers—the front one with provisions for integrated fog lights—gave the car a more modern look; the entire front end was changed with a new grille and new headlight covers, which were slanted forward and protruded from the bodywork in an effort to make the car more aerodynamic. The roof spoiler introduced in 1982 was removed. Seven models composed the 1986 range: 1.3, LX 1.3, 1.5 Automatica, GT i.e., HF turbo, HF 4WD and turbo ds. Entry-level model was the 1.3; the 1,301 cc engine had revised intake and exhaust system, fuel cut-off, a new carburettor and breakerless ignition. It was also available on the more upscale LX 1.3. Similar changes were made to the powertrain of the Delta 1.5 Automatica. The Delta GT and HF turbo were given Weber IAW integrated electronic ignition and fuel injection system to become the Delta GT i.e. and the Delta HF turbo i.e., with 108 PS and 140 PS respectively. Deeper changes had been made to the GT i.e. engine: the cylinder head had been rotated 180°, bringing the exhaust side to the front for better cooling, and the whole engine was canted forward 18° to lower its centre of gravity. Delta HF turbo was updated to HF 4WD looks and interior, from which it differed mainly for the square headlights and single exhaust. Delta turbo ds marked the introduction of the first diesel engine on the Delta. This was a 1,929 cc 8-valve four-cylinder from the Prisma, with an output of 80 PS; it used a KKK turbocharger with wastegate valve, an intercooler and an oil cooler. The turbo ds was positioned on the market like the GT i.e., and given similarly complete standard equipment comprising such features as an oil pressure gauge, boost pressure gauge and power steering.

In September 1987 the HF 4WD was replaced by the more capable Delta HF integrale, which in turn evolved into the 16-valve Delta HF integrale 16v in March 1989.

A new sporty trim level for the 1.3 was added in May 1990, the Delta Personalizzata, available in red or white with contrasting twin pinstripe and electric blue cloth upholstery; standard equipment comprised body-colour wing mirrors, tachometer, clock and sport steering wheel. Later that year the turbo ds, GT i.e. and HF turbo benefited of extended standard equipment, new velour and Alcantara trim; leather Recaro seats became available on the HF integrale.

 
1992 Delta GT i.e.

1991 revisions

In June 1991 the last update of the Delta went on sale, almost twelve years after its 1979 début. The front-wheel drive range was reduced to three models, LX, GT i.e. and HF turbo; all three of them had gained body-colour side skirts, dual body-colour wing mirrors, athermic glass, electric windows and seat belts. LX and GT i.e. donned a chrome grille, the louvered bonnet from the HF integrale 8v and optional 8-spoke diamond-cut alloy wheels from the Dedra. Updated colour and trim included green and blue "Metallescente" mica paint and glen plaid cloth upholstery. The Delta LX abandoned the 1.3 in favour of a revised version of the 1.5-litre engine. Dual round headlights and the domed, vented bonnet from the HF integrale 16v made the HF turbo look almost like an HF integrale.

As the second generation was ready to be launched in 1993, after a career of 13 years the front-wheel drive Delta was phased out at the end of 1992. Production of the HF integrale would continue for two years more.

Four-wheel-drive HF variants

HF 4WD

 
1986 Delta HF 4WD

Group B rallying was dropped at the end of the 1986 season, but the Delta HF 4WD was not suited to Group A rallying. The Delta HF Turbo became the road car top of the Delta range. There is very little to distinguish the car from the earlier 'Turbo i.e.' apart from the four-headlight system, fog lamps mounted in the front spoiler, 4WD badging on the rear hatch, small side skirts and two raised air intakes on the bonnet (hood). The later car is therefore virtually indistinguishable from the 1.6-litre HF Turbo i.e.

In the Delta HF 4X4, Lancia opted for a four-wheel drive system with an in-built torque-splitting action. Three differentials were used. Drive to the front wheels is linked through a free-floating differential; drive to the rear wheels is transmitted via a 56/44 front/rear torque-splitting Ferguson viscous-coupling-controlled epicyclic central differential. At the rear wheels is a Torsen (torque sensing) rear differential. It divides the torque between the wheels according to the available grip, with a maximum lockup of 70%.

The basic suspension layout of the Delta 4WD remains the same as in the rest of the two-wheel drive Delta range: MacPherson strut–type independent suspension with dual-rate dampers and helicoidal springs, with the struts and springs set slightly off-centre.

The suspension mounting provided more isolation by incorporating flexible rubber links. Progressive rebound bumpers were adopted, while the damper rates, front and rear toe-in and the relative angle between springs and dampers have all been altered. The steering was power-assisted rack and pinion.

Integrale 8v

 
1989 Lancia Delta HF Integrale 8V at the Birmingham Motorshow.

The Lancia HF Integrale incorporated some of the features of the Delta HF 4WD into a road car. The engine was an 8-valve 2 L fuel injected 4-cylinder, with balancing shafts. The HF version featured new valves, valve seats and water pump, larger water and oil radiators, more powerful cooling fan and bigger air cleaner. A larger capacity Garrett T3 turbocharger with improved air flow and bigger inter-cooler, revised settings for the electronic injection/ignition control unit and a knock sensor, boost power output to 185 bhp (DIN) (136 kW) at 5300 rpm and maximum torque of 31 m·kgf (304 N·m, 224 lbf·ft) at 3500 rpm.

The HF Integrale had permanent 4-wheel drive, a front transversely mounted engine and five-speed gearbox. An epicyclic centre differential normally splits the torque 56 per cent to the front axle, 44 per cent to the rear. A Ferguson viscous coupling balanced the torque split between front and rear axles depending on road conditions and tyre grip. The Torsen rear differential further divides the torque delivered to each rear wheel according to grip available. A shorter final drive ratio (3.111 instead of 2.944 on the HF 4WD) matched the larger 6.5x15 wheels to give 24 mph/1000 rpm (39 km/h per 1000 rpm) in fifth gear.

Braking and suspension were uprated to 284 mm (11.2 in) ventilated front discs, a larger brake master cylinder and servo, as well as revised front springs, dampers, and front struts.

 
1993 Lancia Delta HF Integrale at the 2006 Goodwood Festival of Speed.

The HF Integrale was facelited with bulged wheel arches for the wider section 195/55 VR tyres on 15-inch 6J alloy wheels. A new bonnet incorporated air louvres while the restyled bumpers wrapped around to meet the wheel arches at front and rear. The front bumper, now wider, incorporates air intakes and for the rectangular auxiliary driving lights. The side skirts are faired into the wheel arches at front and rear and the twin rear view mirrors are finished in body colour. There were only 50 RHD factory built cars, none of which were officially imported to the UK.

Integrale 16v

The 16v Integrale was developed for rallying, introduced at the 1989 Geneva Motorshow, and made a winning debut on the 1989 San Remo Rally.

It featured a raised centre of the bonnet to accommodate the new 16 valve engine, as well as wider wheels and tyres and new identity badges front and rear. The torque split was changed to 47% front and 53% rear.

The turbocharged 2-litre Lancia 16v engine produced 200 bhp (149 kW) at 5500 rpm, for a maximum speed of 137 mph (220 km/h) and 0–100 km/h (0-62 mph) in 5.7  seconds. Changes included larger injectors, a more responsive Garrett T3 turbocharger, a more efficient intercooler, and the ability to run on unleaded fuel without modification.

Integrale Evoluzione

 
Lancia Delta Evo

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.

The Evoluzione I had a wider track front and rear than earlier Deltas. The bodyside arches were extended and became more rounded. The wings were now made in a single pressing. The front strut top mounts were also raised, which necessitated a front strut brace. The new Integrale retained the four wheel drive layout. The engine was modified to produce 210 bhp (157 kW) at 5750 rpm.

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; new five-bolt wheels with the same design of the rally cars; and a new single exhaust pipe.

Interior trim was now grey Alcantara on the Recaro seats, as fitted to the earlier 16V cars; leather and air conditioning were offered as options, as well as a leather-covered Momo steering wheel.

Integrale Evoluzione II

 
Lancia Delta HF Integrale 16v Evoluzione II

Presented in June 1993, the second Evolution version 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. A Marelli integrated engine control system with an 8 MHz clock frequency which incorporates:

  • timed sequential multipoint injection;
  • self-adapting injection times;
  • automatic idling control;
  • engine protection strategies depending on the temperature of intaken air;
  • Mapped ignition with two double outlet coils;
  • Three-way catalyst and pre-catalyst with lambda probe (oxygen sensor) on the turbine outlet link;
  • Anti-evaporation system with air line for canister flushing optimised for the turboengine;
  • 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;
  • Knock control by engine block sensor and new signal handling software for spark park advance, fuel quantity injected, and turbocharging;

The engine developed 215 PS (158 kW) DIN (against 210 PS on the earlier uncatalysed version) and maximum torque of 32 kgf·m (314 N·m) (formerly 31 kgf·m or 300 N·m).

The 1993 Integrale received a cosmetic and functional facelift that included.

  • new 16" light alloy rims with 205/45 ZR 16 tyres;
  • body colour roof moulding to underline the connection between the roof and the Solar control windows;
  • aluminium fuel cap and air-intake grilles on the front mudguards;
  • red-painted cylinder head;
  • new leather-covered three-spoke MOMO steering wheel;
  • standard Recaro seats upholstered in beige Alcantara with diagonal stitching.

Limited editions and specials

In its latter years the Delta HF gave birth to a number of limited and numbered editions, differing mainly in colour, trim and equipment; some were put on general sale, while others were reserved to specific markets, clubs or selected customers.

 
Gianni Agnelli's one-off HF integrale cabriolet on display at Museo Nazionale dell'Automobile

A one-off convertible Delta HF integrale Evo was built for Fiat president Gianni Agnelli.

 
Lancia Delta EVO III "Viola", one-off

After production had finished in 1994 Bruno Maggiora tried to convince Lancia to continue the Delta with a third evolution which was realized in the Delta Integrale "Viola", the one and only EVO III car named by its intense violet color. Special technical improvements made this prototype more agile and sporty.

Performance

Performance of the first generation models:,

Model Year Displacement Power Torque Accel.
0–100 km/h,s		 Top speed
cc cu in PS kW hp @ rpm N·m lb·ft @ rpm km/h mph
1.1 (Greece only)   1,116 68.1 64 47 63 5800 85 63 3500 — — —
1.3   1,301 79.4 75 55 74 5800 105 77 3500 15.0 160 99
1.5   1,498 91.4 85 63 84 5800 123 91 3500 12.5 161 100
1.6 GT   1,585 96.7 105 77 104 5800 136 100 3300 10.0 180 112
1.6 GT.i.e.   1,585 96.7 108 79 107 5900 137 101 3500 9.8 +185 115
1.6 HF Turbo 1984 1,585 96.7 130 96 128 5600 191 141 3700   195 121
1.6 HF Turbo 1985 1,585 96.7 140 103 138 5500 191 141 3500 8.7 203 126
HF4WD 1986 1,995 121.7 165 121 163 5500 285 210 2750 7.8 208 129
HF Integrale 8v 1987 1,995 121.7 185 136 182 5300 304 224 2500 6.6 215 134
HF integrale 16V 1989 1,995 121.7 200 147 197 5500 298 220 3000 5.7 220 137
HF integrale "Evo1" 1991 1,995 121.7 210 154 207 5400 300 221 3500 5.7 220 137
HF integrale "Evo2" 1993 1,995 121.7 215 158 212 5750 314 232 2500 5.7 220 137
1.9 TD   1,929 117.7 80 59 79 4200 172 127 2400 13.8 170 106

Rallying

The Lancia Delta is one of the most successful rally cars ever, having won the World Rally Championship for manufacturers six times between 1987 and 1992. After the abolition of Group B Lancia was forced, as were all other manufacturers, to compete with Group A cars. The Delta HF4WD was therefore pressed into service for the 1987 season. Despite some flaws it was more suitable for rallying than its rivals and easily won the 1987 championship. The Delta's dominance helped it out in the Italian market at least, where a 42% sales increase in the first half of 1987 was directly attributed to its rallying successes.

Competitors began to emerge during 1988, in response to whom Lancia produced first the Delta Integrale, and then in 1989 the Integrale 16v, which remained competitive until 1991 and netted the team four more world championships. The Evoluzione Delta was introduced for 1992 and won the championship for a record sixth year in succession, before Lancia withdrew from the sport at the end of an unsuccessful 1993 season. Lancia drivers won the drivers' title in 1987, 1988, 1989 and 1991. The four evolutions of the Delta won 46 world championship events between them, and their run of six successive manufacturers' championships remains a world record.

  • Markku Alén at the 1987 RAC Rally

  • Lancia Delta HF Integrale - 2007 Rallye Deutschland

  • Lancia Delta HF Integrale Evoluzione

Saab-Lancia 600

 
1981 SAAB-Lancia 600

The Saab-Lancia 600 is a rebadged Lancia Delta, sold by Saab after a deal with Lancia.

The deal was a part of the 1980s co-operation between the Swedish car manufacturer Saab and the Italian Fiat Group, which includes Lancia and Alfa Romeo in addition to Fiat. The partnership also resulted in the 'Type 4' project, which provided the common platforms for the Saab 9000, the Lancia Thema, the Fiat Croma and the Alfa Romeo 164.

The 600 was developed because Saab did not have the finances to support the production of entirely new models and looked to other companies in order to replace the compact 96 in their lineup.

The first years it was sold as GLS and the exclusive GLE, but due to poor sales because of the high price tag the GLE-model did not last long. The 600 was offered only with the 1.5-litre engine that had 85 horsepower, connected to a manual five-speed gearbox.

The Saab-Lancia 600 was designed by Giorgetto Giugiaro and, in common with the company's other models, was a front-wheel drive and a hatchback, with a rallying pedigree. The Saab-Lancia 600 version was sold only in Sweden, Finland, and Norway. The last cars were sold in early 1987; Saab then stopped importing Lancias to Sweden and the local Fiat importer took over from 1 January 1988.

The car is very rare today. In 2012, of the 6419 Saab-Lancias that were produced for the Swedish market, only 159 were left and only 12 were in traffic.