For those of us immersed in the world of iconic performance classics, few names resonate quite like the Lancia Delta Integrale. A rally-bred hero with an enviable motorsport pedigree, this charismatic Italian hatchback captured hearts and titles in equal measure. That it was also one of the most thrilling road cars of its day makes it all the more desirable to today's car enthusiasts and those collectors with an eye on cult cars likely to be a sound investment.

Having road tested the various Integrales when they were new against their peers, back in my days of working for various motoring magazines, I can say with some degree of confidence that they were very special driver's cars. As good as the Celica GT4, Sierra Sapphire and Escort Cosworth and early Subaru Impreza were – its peers at the time – the Integrale was the sweetest steering and handling of the lot – if, as any subsequent owner will tell you, somewhat fragile in areas.

Later, the readers of evo would vote it into the magazine's 10 top driver's cars of the past decade of the magazine, where it would rub box-arches with the likes of the McLaren F1, Ferrari F40, Pagani Zonda C12S, Porsche 911 2.7 RS and even the little old Honda Integra Type-R.

Today, it stands as one of the most desirable modern classics on the market – with values steadily rising and enthusiasts clambering to secure the best examples. Even the Audi Quattro, the car that started the four-wheel drive road-rally car craze, can't compete in the market place with the fast-appreciating Integrale. But as with any aging performance car, knowledge is power when it comes to buying. Here’s everything you need to know before you take the plunge on a Lancia Delta Integrale.

A short history of the Lancia Delta Integrale

The story of the Integrale is inseparable from the golden era of Group A rallying. Lancia’s Delta HF 4WD arrived in 1986. Almost immediately, it proved a potent force, clinching the World Rally Championship manufacturers' title in its debut season the following year.

But it was the Integrale models that would truly etch themselves into motorsport folklore. The original HF Integrale was launched in 1987, boasting a 2.0-litre turbocharged engine and permanent four-wheel drive. Over the years, it evolved through a series of updates – Integrale 8V, 16V, Evoluzione I, and Evoluzione II – each one sharpening the car’s dynamics and functional styling while keeping it ruthlessly competitive on the world’s toughest rally stages.

By the time production ended in 1994, the Delta Integrale had secured six consecutive WRC manufacturers' titles and a cult following that endures to this day.

What makes it special

So what’s behind the Integrale’s enduring appeal? In part, it’s the motorsport connection – few road cars can claim such an enviable trophy cabinet. But it’s also the way it translates that rally-honed pedigree to the road. With its box-arched stance, aggressive looks, and superbly balanced chassis, the Integrale offers a driving experience like little else ofits time.

The 2.0-litre turbocharged four-cylinder engine delivers punchy, characterful performance, with successive evolutions boosting power from 185bhp in the original Integrale 8V to 215bhp in the final Evoluzione II. All models were left-hand drive (which means there are as many imported cars as original UK dealer-supplied examples) and although some would be converted by owners to right-hand drive this necessitated the fitment of a different steering rack with slowing gearing, which robbed the car of one of its star qualities – fast acting, talkative steering. All used a sophisticated four-wheel drive system, with a Ferguson-developed central differential and Torsen rear differential ensuring superb traction in all conditions.

To this day I can still feel the perfect balance of the chassis, supple suspension that ensured fantastic body control on cross-country blasts and the way the Integrale gave its driver the confidence to push it to the very limit of adhesion, where it would display the most wonderfully neutral handling balance that few cars could hope to emulate. And when you really did overcook things, there was a throttle-adjustability that you rarely found in a four-wheel drive car.

For their day, they were quick cars: even the original eight-valve Integrale hit 62mph in 6.6 seconds and maxed at 128mph, while the final Evo II managed 5.7 seconds and 137mph. Even better, all that pace is easy to trigger thanks to the ready torque from quite low engine speeds. That may not seem all that quick against today's all-wheel drive AMGs, M cars and RS's, but there is more than enough pace to have a thoroughly satisfying blat across country without feeling like you're having to make excuses for an antique.

Inside, it’s pure late-80s and early-90s Italian charm – simple, functional, but with evocative touches like a Momo steering wheel and deeply bolstered Recaro seats. However, it had its flaws. The interior was about as robust as an egg carton, and the electrics were packed with gremlins: for a couple of years I lived in Chagford Street, behind Barker Street tube station, and on the same road was Zagato Lancia, the dealership and workship that specialised in exotic Italian motor cars. Rarely a week went by when a Delta Integrale's electrical innards weren't exposed or all to see, like a patient on the operating table undergoing life-saving surgery.

Land Delta Integrale model variants

Understanding the different Integrale variants is key for prospective buyers, as values and desirability vary considerably between them. Special editions like the Martini 5/6, Giallo Ginestra, and Blu Lagos command hefty premiums for their rarity and collectibility. Here's a basic overview of the range:

HF 4WD (1986–87): The precursor to the Integrale proper, with 165bhp and smaller arches.
Integrale 8V (1987–89): The first true Integrale, 185bhp, wider arches, and updated four-wheel drive.
Integrale 16V (1989–91): 200bhp, improved cylinder head, bonnet bulge, and uprated brakes.
Evoluzione I (1991–93): Sometimes called ‘Deltona’, with wider track, even boxier arches, 210bhp, and revised suspension geometry.
Evoluzione II (1993–94): Final and most desirable road-going version, 215bhp, improved engine management, and more luxurious interior.
 

Buying guide: what to look out for

While undeniably an icon of the era, the Delta Integrale isn’t without its pitfalls – especially considering even the youngest cars are now over 30 years old. Rust is the Integrale’s greatest enemy. Common problem areas include wheel arches, sills, floorpans, around the windscreen, and behind bumpers. Some cars have received questionable restoration work over the years, so inspect thoroughly for bubbling paint, poor panel gaps, and overspray. Paying a specialist for a pre-purchase inspection is money well spent, especially given the values Integrales have been fetching.

The 2.0-litre Lampredi engine is strong when well maintained, but neglect can lead to expensive issues. Look for signs of head gasket failure (oil contamination, overheating) and check for blue smoke on boost, indicating turbo wear. Cambelt changes are due every 36,000 miles or three years – failure is catastrophic. Happily, the five-speed gearbox is generally tough, though second gear synchros can wear. Listen for whining diffs and make sure the centre diff engages correctly – test the car on loose or wet surfaces where possible and you want to be sure everything is working as it should be.

You'll know when an Integrale has worn suspension components because it will lose much of its precision and lead to imprecise handling. Check for play in ball joints, track rod ends, and top mounts. Many cars have been uprated over the years so be cautious about the originality or quality of any modifications, and bear in mind that collectors prize originality most highly.

As already mentioned, the electrics are a weak point. As with many Italian cars of the era, electrical gremlins are common. Test everything from the windows to the wipers, lights to fog lamps, instruments and dials – you get the idea. Unfortunately, like many cars from this era, plastic dashboards can crack with age, and instrument clusters sometimes develop faults.

You probably won't be surprised to hear that owning an Integrale isn’t cheap, but nor is it ruinous if approached sensibly. Servicing should be entrusted to a specialist familiar with the marque – in the UK, outfits like Walkers Garage and Tanc Barratt come highly recommended by owners. A routine service will cost around £400–600, with cambelt changes at £800. Rebuilding the turbo typically runs to £1200, while clutch replacements approach £1000. Suspension refreshes, particularly for Evoluzione models, can be pricey due to rare parts.

Lancia Delta Integrale market values

The Integrale market has risen sharply over the last decade, with prime examples now commanding strong money. According to the Hagerty Price Guide, decent 8V cars start around £30,000, while clean 16V examples fetch £35,000–£45,000.

Evoluzione I models sit in the £50,000–£70,000 bracket, with rare special editions and concours Evoluzione II cars commanding upwards of £90,000 – with the very best and most collectible models exceeding £120,000. It goes without saying, originality, history, and condition are key value drivers, with poorly restored or heavily modified cars languishing at the bottom of the market. Also browse the likes of Iconic Auctioneers and Collecting Cars, and see natioanl and international sales results for all auctions at The Classic Valuer for a current overview of where prices are at.

If you’re drawn to the idea of owning a piece of rallying history that delivers genuine thrills on modern roads, the Delta Integrale remains peerless for a car of its time, and is one of those rare machines that has both enthusiasts and trophy hunters equally enthralled. Its blend of old-school turbocharged performance, compact dimensions, and all-weather capability make it a charismatic and highly rewarding driver’s car, while the WRC pedigree adds a level of street cred' that little comes close to.

But it’s not without its caveats. Age, rust, and potential electrical gremlins demand a careful and well-informed approach. Consult a reputable specialist, buy the best and most original you can afford, insist on a comprehensive history and clearly documented specialist care, and you’ll be rewarded with one of the most evocative driving experiences of the era – and a steadily appreciating asset.

If you would like to know more about Racing Green’s services, or arrange for your car to be placed in our care, please speak with a member of the team, on 03330 909722, or email us at enquiries@racinggreencarstorage.co.uk

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