|Class :||Compact class|
|Body versions :||Station wagon|
The Lancia Delta is a no longer produced car of the Italian car manufacturer Lancia . Three generations came from him. The first generation was built from autumn 1979 to early 1994 (internal name: Lancia 831ABO ). Several motorsport versions with which Lancia dominated the World Rally Championship in the late 1980s and early 1990s were based on the production model . A second generation called Delta Nuova (internal: Lancia 836 ) was produced from spring 1993 to summer 1999 . After a break of almost ten years, the third generation ( Type 844 ) appeared in 2008 and was sold in some countries under the model name Chrysler Delta . The technology of all three generations was closely related to that of contemporary Fiat models.
Delta I (Type 831, 1979–1994)
Lancia Delta (1979-1986)
|Body versions :||Station wagon|
Otto engines : 1.3–2.0 liters
Diesel engine :
1.9 liters (59 kW)
|Wheelbase :||2475 mm|
|Empty weight :||955-1300 kg|
The Lancia Delta (series 831) presented at the IAA 1979 in Frankfurt was developed in a relatively short time at Lancia to round off the range. From November 1979 the car was at dealerships.
The first Delta was quite successful and was voted Car of the Year 1980 by the international press . It was the only time that Lancia received this award.
Development of the vehicle began in 1974. The basis of the car was the Fiat Ritmo , from which the floor pan and engines were borrowed. The rear independent suspension of the Delta was, however, designed as a Camuffo rear axle , as with the Beta and Gamma , and was also installed in other group models. The Delta has a slightly larger wheelbase than the Ritmo.
However, the body of the Delta was designed much more elaborately in many details, which was typical for Lancia and corresponded to the quality standards of the brand in the group. For example, the front and rear bumpers were made of fiberglass-reinforced polyester instead of simple thermoplastic like the Ritmo. The standard equipment of the Delta was very extensive for its time with rear window wipers, externally adjustable exterior mirrors, three-stage windshield wipers and an adjustable steering wheel.
Giorgetto Giugiaro was responsible for the shape of the body . It was based on Giugiaro's Maserati Medici concept vehicle , which anticipated the lines of very different production models of the 1970s and 1980s. Bumpers that were integrated into the body and kept in body color were new at the time.
Initially, only two engines were available: 1301 cm³ with 55 kW (75 PS) and 1498 cm³ with 63 kW (86 PS). Sporty use was not yet considered when the Delta was introduced. Nonetheless, Lancia presented a Delta prototype with all-wheel drive and 1.6-liter turbo engine at the Turin Motor Show in the autumn of 1982, producing 96 kW (131 hp). A transfer case conducted half the engine power to the rear wheels via a drive shaft; there was a limited-slip differential on the rear axle . Also in autumn 1982, the Delta LX variant appeared with more extensive equipment, including power windows, aluminum wheels, tinted windows and a rear seat bench that could be folded down in parts.
From November 1982 the notchback model Prisma based on the Delta (internally referred to as Type 831AB) was available. From then on, both models were produced in the Lancia plant in Chivasso, at that time one of the most modern production facilities in the world. The Prisma was later offered in a version with all-wheel drive (Prisma 4WD), just like the Delta , but only with a 2.0-liter naturally aspirated engine ; in the Delta HF4WD or Integrale, this engine was available with a turbocharger.
In some Scandinavian countries ( Sweden , Denmark ) the Delta was sold as the Saab Lancia 600 in cooperation with Saab . This cooperation in the sale of the model was the result of the joint construction of the vehicle. The Delta’s heating and ventilation system was developed by Saab. Both manufacturers and Fiat worked together on the Saab 9000 , which has many components in common with the Fiat Croma and the Alfa Romeo 164 , and later also on the Lancia Thema . There is at least one prototype of a Saab 2000 in Sweden that looks like a Lancia Delta, but has a mid-engine. Both the purpose and use of this prototype remained unknown.
In May 1986 the exterior of the Delta was subtly revised (radiator grille, design of the wheel discs, interior), and Lancia added several new variants to its range: a 1100 cc version especially for Greece, engines with electronically controlled injection and for foreign markets also with a catalytic converter as well as the 1.9-liter turbo diesel , known from various Fiat models.
Delta GT and GT ie
In November 1982 the first sportier version came on the market, the GT with a 1.6-liter engine and 77 kW (105 PS). With a revision in the spring of 1986 this was replaced by the GT ie with 79 kW (108 PS; with 66 kW / 90 PS catalyst), which was based on the successful twin-cam engine designed by Aurelio Lampredi .
This engine has powered the Fiat 124 Spider since 1966 , but also the Lancia Beta (and many other models from the Fiat group). In the Fiat 131 Abarth, Walter Röhrl won his first World Rally Championship title with this engine. The 1.6 GT was equipped with two overhead camshafts with a valve train via bucket tappets , Weber double register carburetors and Marelli Digiplex ignition.
In the ie version, a Weber-Marelli-IAW multipoint injection system was used for vehicles without a catalytic converter. The vehicles with catalytic converters had a fuel-saving, but also a performance-reducing SPI single-point injection system that restricted the maneuverability. A similarly motorized model was the Supermirafiori 1600TC, also with two overhead camshafts (90 hp), but which only reached its maximum torque at higher speeds. Another derivative of this engine was installed in the Fiat Ritmo 105 TC. The five-speed transmission was designed to be sporty (i.e. without overdrive). There was a small diffuser at the rear, which was an aerodynamic improvement. The front grill and the window shades as well as the door handles were black. The grill was labeled GT or GT ie
Metallic paintwork, sunroof, power windows, central locking, on-board computer, aluminum wheels and later also power steering were available as extras. Light guides for the instrument lighting, seat covers from Zegna, independent wheel suspension for all four wheels (on all Delta models of the first series), interior lighting with open doors and trunk lighting and, above all, very soft foaming of the door panels and the dashboard were standard. Furthermore, the headliner was also framed by soft foamed (about eight centimeters wide) strips in the color of the door panels, in which the spring-loaded and recessed handles were embedded. With the first facelift, these gave way to hard plastic parts. Another highlight was the heating and ventilation system with an immensely high air flow rate and thus virtually always fog-free windows.
Delta HF Turbo
In the fall of 1983, the Delta HF Turbo made its debut with the 1.6-liter Fiat-based engine. But here it was equipped with a Garret T3 turbocharger and the carburettor version produced 96 kW (131 PS).
In the spring of 1986, the Delta received an injection as part of the facelift. The inlet-outlet cross-flow direction was changed, among other things, to improve cooling of the exhaust gas side and to accommodate the large intake manifold of the injector versions. These injection versions of the HF Turbo with Garrett T2 charger already had the same interior fittings as the sporty all-wheel drive versions HF4WD and Integrale with Recaro sport seats in Alcantara. It was also available as a limited edition (Wittmann Edition) with 100 kW (136 PS). The special models should also be mentioned: Lancia Delta HF turbo Martini , white with the blue-red stripe; Lancia Delta HF turbo Monte Carlo with round headlights and a curved bonnet like the 16V Integrale and Lancia Delta HF turbo Exclusiv , outside in gray with a red stripe and wipers for the headlights, inside with red carpets and belts, black leather seats with embroidered HF- Logo and a black Alcantara sky, which was only available in Switzerland.
Delta HF 4WD
The Delta HF 4WD came onto the market in autumn 1986 . This version with permanent all-wheel drive and front differential , a central transfer case with Ferguson viscous coupling , which - depending on the grip of the wheels - directed 56% of the drive power to the front wheels and the rest to the rear wheels, and a Torsen differential on the rear axle.
The turbo engine of the HF 4WD came from the Lancia Thema and was also based on the 2.0-liter engine from Fiat, which had long been successful. With a displacement of 1995 cm³ it achieved 121 kW (165 hp) at 5500 rpm and a maximum torque of 284 Nm in overboost mode. The electronic engine control prevented the use of overboost when the engine was still cold or too hot. In overboost mode, the Pierburg valve was activated in order to keep the wastegate closed longer, which allowed the boost pressure to be increased briefly.
A charge air cooler reduced the temperature of the air supplied to the engine from 120 to 50 to 70 degrees Celsius. The exhaust valves were sodium-cooled, the valve seats bronzed, the connecting rod bearings made of tri-metal technology, and the engine oil had its own cooler. Four disc brakes , the front internally ventilated, provided deceleration.
Delta HF integrals
At the IAA 1987 Lancia presented the first evolutionary stage of the HF 4WD, the Delta HF Integrale, with some technical and optical changes. From the outside, the new version could be recognized by the flared fenders, modified bumpers and rocker panels, a new air inlet on the bonnet and the 15 (instead of 14) inch aluminum wheels. Chassis and brakes were improved.
The performance of the two-liter 8V turbo engine with intercooler, known from the HF 4WD, increased from 121 to 136 kW (185 hp), among other things, thanks to a larger turbocharger. For foreign markets such as Germany and Switzerland, Lancia later produced an 8V version with a regulated catalytic converter, which reduced the output to 130 kW (177 hp). With the exception of the engine and the turbocharger, this version largely corresponded to the 16V produced in parallel.
Delta HF Integrale 16v
In spring 1989 a revised version of the Delta HF Integrale 16v appeared . The well-known engine now received, in addition to small improvements such as the piston crown cooling, primarily the newly designed 16-valve cylinder head. This engine now developed 147 kW (200 hp). On a grippy surface, 47% of the engine power went to the front and 53% to the rear axle. The most striking distinguishing feature of this version was the domed bonnet so that the higher 16V engine could be accommodated. The width of the 15-inch rims also grew from 6 (8V) to 7 inches. The 16V could also be recognized by the new arrangement of the speedometer (the 0 is at 9 o'clock) and the tachometer (0 at 3 o'clock).
Delta Integrale Evoluzione
In the late summer of 1991 the Lancia Delta Integrale Evoluzione (or unofficially Delta Evo for short ) made its debut . This version was built until the end of 1992 with a 16V engine without a catalytic converter, or as an 8v with a catalytic converter for special markets with stricter exhaust gas regulations such as Germany, Austria and Switzerland . As a result, this model was also as Evo I known.
From the middle of 1993 to the beginning of 1994 the Evoluzione II 16V with catalytic converter rolled off the production line, which later became known as Evo II or in Germany as Sedici . This Italian designation stands for "16" and was an allusion to the number of valves in the new catalytic converter version, a designation which was used in particular to better differentiate it from the previous model on the German market, since officially only the version with the 8V catalytic converter until then -Motor was imported.
The Evo II were manufactured in the Chivasso plant, which was taken over by the coachbuilder Maggiora in 1993 . At the end of production, various special series were issued there, and in some cases special requests that were not officially in the option list were also taken into account. So it was Maggiora who subsequently campaigned for the continuation of the production of the commercially successful model. Various prototypes or color samples such as pearl red, bronze or the violet for a possible EVO-II successor were created. The vehicles were presented at various meetings of the Italian Delta Club, but these efforts were abandoned by the Lancia marketing department in favor of the newly released Delta.
Features of the Evoluzione were a wider track, enlarged fender flares, a modified curve of the bonnet with modified air inlets, a modified pitch circle of the wheels (now 5 × 98 instead of 4 × 98 LK), stronger fixed caliper brakes (Brembo), a more robust steering, modified headlights and rocker panels, improved electrics and a larger diameter exhaust system with a simple tailpipe. The bumpers were also changed and the roof spoiler was now adjustable in three ways. The four-cylinder in the 16v initially developed 154 kW (210 hp), the later catalytic converter version 158 kW (215 hp). For a more powerful engine, the boost pressure of the turbocharger could be increased by around 0.2 bar for a short time. This overboost function is controlled by the engine control unit via a clock valve, which processes the full load signal from the throttle valve potentiometer and is thus able to generate a brief pressure increase depending on the load status and parameters. The overboost phase was indicated by a light marked with overboost in the dashboard, except for the EVO II.
In the first version of the Evo 16V , water atomization for the intercooler was installed in a limited number of vehicles for homologation purposes for the Group A rallies. These systems were usually not connected when they were delivered to the customer or in some cases only incompletely available and had to be supplemented with components for commissioning. This function was activated by a pressure switch which was located near the left hood lock and controlled a relay below the glove compartment. This relay switched two pumps in series in the trunk. As a result, the engine output should additionally increase during the overboost through water atomization on the cooling surface of the charge air cooler and the resulting better cooling effect. The water required for this was pumped from a water bag in the trunk. The control unit itself had no exit, contrary to some circulating opinions. With the Evo I 16V, ABS and the Evo II 16V (sedici) also had air conditioning as standard, the latter was only standard with certain Evo-I special models and with the other versions at an extra charge, the standard equipment could differ depending on the sales market.
Various special series of the Evoluzione with special equipment or paintwork have also been launched, some of them with consecutive numbering, others only in limited numbers. The top speed of the Evoluzione 16V was 220 km / h and it took 5.7 seconds to sprint from 0 to 100 km / h.
- Technical and visual changes in the equipment Evo I (16V) to Evo II (16V cat.)
- 16 "wheels (Evo II), instead of the 15" (Evo I)
- Standard heat-insulating glazing (Evo II), only available on special models (Evo I)
- Standard high-back Recaros (Evo II) only available on special models (Evo I)
- Air conditioning as standard (Evo II), only available on special models / optionally available (Evo I)
- Cover for roof strip made of plastic painted in vehicle color (Evo II), roof strip without cover (Evo I)
- Multi-part tank filler neck with decorative ring made of aluminum (Evo II) Plastic decorative ring (Evo I)
- Weber control unit (IAW P8), auto-adaptive with more memory and faster processor and closed lambda control circuit (Evo II)
- Distributorless static ignition distribution (Evo II), mechanical ignition distributor (Evo I)
- Phase sensor Hall sensor (Evo II) and inductive sensor (Evo I)
- Smaller turbocharger on the compressor side AR 0.48 / 0.48 (Evo II), larger compressor AR 0.60 / 0.48 (Evo I)
- Exhaust system with catalytic converter (main and pre-cat), smaller pipe diameter (Evo II)
- Reinforcement plates in the front curve bar area (Evo II)
- Improved electrical circuits and connectors (Evo II)
This list is not final, it is only intended to show the most important distinguishing features of the two model variants.
Special models and limited series
- Club Italia (Evo I) Features: color dark blue pastel (Bleu Lord), highback recaro, interior in red leather. 15 copies for the members of Club Italia with the name plaque of the first owner. Abarth performance improvement.
- Martini 5 (Evo I) Features: White pastel color with Martini stripes over the entire side of the vehicle. With anthracite highback Recaro, Alcantara interior and red stitching. Numbered special series.
- Martini 6 (Evo I) Features: White pastel color with Martini stripes drawn down over the flank and onto the fender. With turquoise Recaro highback, Alcantara interior. Numbered special series.
- Verde York (Evo I) Features: Green pastel color with beige Recaro highback, leather interior. Limited edition special series without numbering.
- Club Lancia (Evo II) features: color red pastel with black Recaro highback, leather interior, numbered special series
- Club Hi-Fi (Evo II) features: color dark blue pastel with yellow and blue rally stripes over the bonnet roof, tobacco-colored Recaro highback, leather interior. Numbered special series.
- Giallo Ginestra (Evo II) Features: yellow pastel with anthracite Recaro highback, Alcantara interior with yellow stitching. Limited edition special series without numbering.
- Blu Lagos (Evo II) Features: color blue-mica-metallic with cream-colored Recaro highback, leather interior. Limited edition special series without numbering.
- Bianco Perla (Evo II) Features: color pearl white metallic with blue Recaro highback, leather interior. Limited edition special series without numbering.
- Dealers Collection (EvoII) Features: color Bordeaux-Mica-Metallic with beige Recaro highback, leather interior. Numbered special series.
- Final Edition (Evo II) Features: color pearl red-mica-metallic with a yellow-blue rally stripe over the hood and roof, anthracite Recaro highback, Alcantara interior. Limited edition special series without numbering.
- Verde York (Evo II) Features: As with Evo I, simply with the typical Evo II technical equipment. Limited edition special series without numbering.
At the beginning of 1994, the production of the first generation Delta ran out after several hundred thousand copies had been produced; 44,296 of the all-wheel drive models were built. The success of the Delta was due both to its constructive qualities and to the six consecutive world rally championship titles.
Despite the discontinuation of series production, a few special models based on the EVO II were made at Maggiora in Chiasso. Among other things, a prototype of the third evolutionary stage was found, also known as the Lancia Delta "Viola", so named because of its striking purple paintwork. With some technical upgrades, this Delta was developed as a concept for the future production of a Delta EVO III.
Sport and racing versions
Lancia has been a constant in rallying since the Aurelia in the 1950s and, at the latest, the success of the Fulvia Coupé in the 1960s. The rally cars of the 1970s, the Lancia Stratos and the Lancia Beta , were even more dominant. That is why the other rally manufacturers took up the development begun with the Stratos and presented models with a similar concept, which consisted of a high-torque engine in conjunction with rear-wheel drive . When the Audi quattro with all-wheel drive revolutionized rallying from 1981 and the FIA created a podium for such "horsepower monsters" by opening up Group B , Lancia responded with the construction of the Lancia Rally 037 . With the 037, Lancia won the Monte Carlo Rally and the brand world championship title in 1983. But with the construction based on components of the Beta and Stratos, which continued to rely on rear-wheel drive, Lancia only rarely made it to the top in the following two years. The all-wheel drive competition had become too strong, especially on loose ground. To date, the Lancia Rally 037 is the last non-all-wheel drive vehicle to win the World Rally Championship.
A solution arose with the development of the Delta S4 . This was developed in cooperation with Abarth and now also had all-wheel drive and at least around 353 kW (480 hp) (compared to 228 kW in the Rally 037). In its last evolutionary stage, the Delta S4 had around 480 kW and a boost pressure of up to 4.8 bar for rallycross , mountain races, etc. In a track test, the Italian car magazine Quattroruote determined an acceleration from 0 to 100 km / h (loose surface) at the earlier Formula 1 level: 2.4 seconds for a 440 kW version. A novelty was that the S4 engine was brought to its maximum performance by both a compressor and an exhaust gas turbocharger , which gave the rally S4 an extremely distinctive screeching sound. Apart from that, the chassis had also been completely redesigned and suitable for rallies, so that the Delta S4 ultimately had nothing to do with a production Delta apart from the visual similarity of the body and the name. As was common in Group B at the time, the S4 was a tubular space construction with hinged “clamshells” that completely covered either the front or the rear. The Delta S4 was used in rallying from 1985, but only had a short career. After there had already been serious accidents with the Group B cars, the fatal accident of the Lancia works driver Henri Toivonen and his co-driver Sergio Cresto in a Delta S4 at the Corsica rally of the 1986 World Rally Championship was presumably the ultimate cause for the banishment of Group B from the World Rally Championship at the end of this year.
For the homologation of the S4, a corresponding small series of the S4 Stradale was launched in autumn 1985 , which had a comparatively civilian output of 184 kW (250 hp) and an equally civil interior with carpets and leather seats as well as a cover completely in the body color. The Stradale was also a tubular structure like the rally vehicle.
At the 1986 Bologna Motor Show, Lancia had already presented a prototype of the successor to the Delta S4, which had been developed for the planned Group S, under the name Experimental Composite Vehicle (ECV) . The ECV was equipped with a Triflux cylinder head (four valves per cylinder, intake valve each diagonally to the exhaust valve) and two turbochargers. But in the context of the tragic developments in Group B, this rally evolution category was rejected by the FIA in advance.
The development of the Delta HF Integrale and its rally career
After group B was discontinued, Lancia had to develop a new car for the works operations in the near-series group A, which was based on the series delta. The new competition version of the Lancia Delta was also developed and built in Turin by Abarth, like many successful rally vehicles before (e.g. Fiat 131 Abarth, Lancia rally 037, Lancia Delta S4). The Delta HF 4WD was equipped with the two-liter turbo engine and provided with permanent all-wheel drive. Even at the premiere of the 1987 World Rally Championship , the Lancia works team, with Juha Kankkunen at the top, achieved a double victory. The street version required for homologation of the car had an output of 121 kW (165 hp) and, like the works cars of the time (approx. 195 kW), was equipped with a narrower body.
But the competition did not remain idle either. Therefore, further modifications were made for the 1988 season in order to maintain the distance. The Delta HF Integrale had axles eight centimeters wider and flared fenders that housed them, as well as a new turbocharger that increased the power of the street version to 136 kW, and that of the works racing car to just over 220 kW. The only other significant change concerned the braking system: the rear disc brakes were enlarged. The Delta already had the rear disc brakes as standard with the 1600 GT (66 kW) - not a matter of course in this class at the time.
For the 1989 World Cup season , the still superior Delta HF Integrale was improved again: a new gearbox, a modified, rear-heavy torque distribution, a hydraulically operated clutch (previously with a cable) and finally the eponymous 16-valve cylinder head made it almost inaccessible outrun the competition. The vehicles of the rally works team now had well over 220 kW, the civilian versions exactly 147 kW (200 hp), thanks to a smaller, more responsive charger, more power and torque was available at every speed than the predecessor. The well-proven wheel suspensions were retained. Since the new cylinder head was higher, the bonnet had to be adapted. Later eight-valve catalytic converter models also had the domed hood.
At the 1991 World Rally Championship, the last stage of evolution came onto the market and onto the stony racetracks, the EVO. The car, which was again seven centimeters wider, had an output of around 250 kW (340 hp) in the Group A World Championship, while the 16-valve road version, which had no catalyst, had 151 kW (205 hp). Officially were to Germany only eight-valve engine with catalyst and 130 kW (177 hp) imported however. The last brand world championship title ( 1992 ) did not go to the works team, but to the private (though works-supported) Jolly Club team, here too Martini was the main sponsor, as long before in the works team. This was only marginally noticeable from the outside - instead of “Lancia Martini”, “Martini Racing” could now be read on the vehicles. With six brand world championship titles in a row, the Lancia Delta was and is the most successful rally car in motorsport history.
Technical data (only all-wheel drive models):
- Four-cylinder in-line engine
- five crankshaft main bearings
- Bore 84 mm, stroke 90 mm
- Cubic capacity 1995 cm³
- two overhead camshafts ( DOHC ), valve actuation via bucket tappets , water cooling, charge air cooling
- permanent all-wheel drive with central planetary gear
- Torsen differential rear, bevel gear differential in front
- Independent suspension on MacPherson struts front and rear
- Stabilizer front and rear
- self-supporting sheet steel body
- Wheelbase 2480 mm
- internally ventilated disc brakes at the front, disc brakes at the rear
- four doors
- five seats
A Dutch traders left the Hyena based on the Integral Evoluzione I finished. The project received no support from Lancia, so finished vehicles had to be purchased and then dismantled. The vehicle was designed and built by Zagato ; a total of 24 copies were made.
|1300||4th||1301 cc||55 kW (75 PS)||09 / 1979-09 / 1992|
|1500||4th||1498 cc||62 kW (85 PS)||09 / 1979-12 / 1992|
|1600 GT||4th||1585 cc||77 kW (105 PS)||11 / 1982-04 / 1986|
|1600 GT i. e.||4th||1585 cc||79 kW (108 PS)||05 / 1986-08 / 1988|
|1600 GT i. e. Cat||4th||1585 cc||66 kW (90 PS)||05 / 1987-12 / 1992|
|1600 HF turbo carburetor||4th||1585 cc||96 kW (131 PS)||10 / 1983-04 / 1986|
|1600 HF Turbo i. e.||4th||1585 cc||103 kW (140 PS)||05 / 1986-08 / 1988|
|1600 HF Turbo i. e. Cat / rally cat||4th||1585 cc||97 kW (132 PS)||04 / 1987-12 / 1992|
|HF 4WD||4th||1995 cc||121 kW (165 hp)||11 / 1986-08 / 1988|
|HF integrals 8V||4th||1995 cc||136 kW (185 hp)||10 / 1987-02 / 1989|
|HF integrals 16V||4th||1995 cc||147 kW (200 hp)||03 / 1989-09 / 1991|
|HF Integrale 8V Cat||4th||1995 cc||130 kW (177 hp)||03 / 1989-09 / 1991|
|HF Integrale Evoluzione I 16V||4th||1995 cc||154 kW (210 hp)||09 / 1991-12 / 1992|
|HF Integrale Evoluzione I 8V Cat||4th||1995 cc||130 kW (177 hp)||09 / 1991-12 / 1992|
|HF Integrale Evoluzione II 16V Cat||4th||1995 cc||158 kW (215 hp)||06 / 1993–01 / 1994|
|S4 Stradale||4th||1759 cc||184 kW (250 PS)||09 / 1985-10 / 1988|
|1900 Turbo DS||4th||1929 cc||59 kW (80 PS)||10 / 1986-12 / 1989|
Delta II (Type 836, 1993–1999)
Lancia Delta (1993-1996)
|Body versions :||Station wagon|
Otto engines : 1.6–2.0 liters
Diesel engine :
1.9 liters (66 kW)
|Wheelbase :||2450 mm|
|Empty weight :||1130-1330 kg|
The successor was presented in the spring of 1993. The Delta Nuova (836 series) was based on the Fiat Tipo and the Lancia Dedra and offered engines up to 142 kW (193 hp). At the beginning, the second Delta was only available as a five-door model. A three-door version, which was given the name HPE, reminiscent of the Lancia Beta , was available from summer 1995. All models were exclusively front-wheel drive.
The model with the 2.0-l turbo engine (142 kW) was marked with the lettering HF like the previous model. It was equipped with a limited-slip differential and an overboost, which briefly increased the turbocharger's boost pressure under full load, so that the torque increased by around 10%.
Lancia also offered special models for the second generation HF model. Contrary to the company philosophy at the time, the Delta HPE EVO 500 with sports package was launched in 1996 . It cost 4500 DM surcharge, was lowered and had, among other things, front and rear aprons, light metal rims and carbon panels in the interior.
The first vehicles delivered to Germany from June 1993 onwards were not yet offered with airbags and pyrotechnic belt tensioners, although these were already mentioned as basic equipment in the price lists. The elimination of the driver airbag and belt tensioner in these early versions was only mentioned in the small print of the equipment overview.
From spring 1994, all vehicles delivered to Germany were offered exclusively with airbags and seat belt tensioners. A passenger airbag was not available for the Delta. In the sister model, some of these safety features were initially not offered. The Delta received the side impact protection introduced with the Dedra with the facelift right from the start. In the course of the series, the construction based on the Fiat Tipo was partially further developed with components from the successor Fiat Bravo / Brava, but this was not externally recognizable.
The Delta underwent a slight facelift in the spring of 1996. The hubcaps and the rims were changed and the color of the radiator grille on the five-door vehicles was changed. In the course of this facelift, the initially matt black A-pillar was painted in the vehicle color and thus adapted to the Dedra design. The last models of the series can be recognized by the bumper strips and rear panels in the body color. The taillight units of this last variant were entirely red, while they were made in the combination of red / black / red on vehicles built before 1996. These were also installed in the Lancia Kappa Coupé in a staggered form and with a different bracket .
In the last year of production, another small optical revision was carried out. The black upper parts of the bumper and the cover between the taillights were now made in the color of the car. In the five-door models, the cover on the C-pillar, which gave the window front a similar appearance to the three-door HPE, was also colored. In Italy, the vehicles sold from the beginning of 1999 were equipped with air conditioning as standard, which does not apply to vehicles intended for the German market.
In August 1999 production of the second Delta series was stopped.
At first there was no direct successor for the Delta, but the similarly placed Lancia Lybra, which was produced from late summer 1999 to spring 2005, was offered. The third generation did not come onto the market until September 2008.
|1.6 ie||4th||1581 cc||55 kW (75 PS)||03 / 1993-08 / 1999|
|1.6 ie 16V||4th||1581 cc||66 kW (90 PS)||03 / 1993-08 / 1999|
|1.6 ie 16V||4th||1581 cc||76 kW (103 PS)||03 / 1996-08 / 1999|
|1.8 ie||4th||1756 cc||66 kW (90 PS)||07 / 1994-02 / 1996|
|1.8 ie 16V||4th||1747 cc||83 kW (113 hp)||03 / 1996-08 / 1999|
|1.8 ie 16V||4th||1747 cc||96 kW (131 PS)||03 / 1996-08 / 1999|
|2.0 16V||4th||1995 cc||102 kW (139 hp)||03 / 1993-08 / 1999|
|2.0 16V HF||4th||1995 cc||137 kW (186 hp)||03 / 1993-02 / 1996|
|2.0 16V HF||4th||1995 cc||142 kW (193 hp)||06 / 1996-08 / 1999|
|1.9 TD||4th||1929 cc||66 kW (90 PS)||10 / 1994-08 / 1999|
Delta III (Type 844, 2008-2014)
Lancia Delta (2008-2011)
|Body versions :||Station wagon|
Otto engines :
Diesel engines :
|Wheelbase :||2700 mm|
|Empty weight :||1395-1505 kg|
At the Geneva Motor Show 2008, the third generation of the Lancia Delta (844 series) was presented, which was then launched in September. It used the same floor pan as the second generation of the Fiat Bravo presented a year and a half earlier, but had no stylistic resemblance to the Fiat. However, it was no longer a compact class car, but a middle class: at 4.52 meters in length and 1.80 meters in width, it was far more voluminous than the first Delta (3.89 and 1.62 meters).
A forerunner of the design of the third series was the study Grantourismo Stilnovo from 2003, from which the Delta adopted essential characteristics of the body shape . The front section was reminiscent of older Lancia models, the rear section of the smaller Ypsilon and the larger Thesis . The letter D (or δ) was quoted several times on the body and in the interior. For example, the edges of the headlights and lights or the third side window are designed accordingly.
The interior of the new Delta was equipped with materials such as Alcantara and leather, Benova, velor floor mats as well as wood and chrome inlays. The Blue and Me multimedia system developed by Fiat and Microsoft was also available.
The Delta was designed for a wide range of turbo-charged gasoline and diesel engines with a power range from 88 kW to 150 kW: 1.6 M-Jet with 88 kW (120 PS), 1.9 M-Jet with 140 kW (190 PS), 1.4 T- Jet with 88 kW (120 PS), 1.4 T-Jet with 110 kW (150 PS). A 1.8 DI T-Jet with 147 kW (200 PS) was also available since February 2009. In mid-2010, the 110 kW (150 PS) 1.4 T-Jet engine was replaced by a new MultiAir machine with 103 kW (140 PS).
The diesel engines already met the Euro 5 standard at the start of series production. The power transmission was taken over by manual or automated six-speed or automatic transmissions. According to Lancia, the chassis enabled sporty handling with class-standard comfort thanks to electronic damper control.
There was also an optional VIP Driving Package , which combined several innovations in active chassis control (ESC, LTS, DST, TTC, SDC, HALF), and also a parking assistant (PLC). On the one hand, these systems warned the driver of unintentional deviating from the lane (microsleep), improved cornering stability and vehicle control in curves, reduced the understeer characteristic through an electronic simulation of a limited-slip differential (to improve cornering traction), defused situations where there was less grip and actively intervened Reduction in uneven floors and resonances. They adapted to the road conditions and the respective demands or driving style.
Further options were adaptive xenon light, a two-tone paintwork and rims from 16 to 18 inches . Furthermore, for the first time in the compact class, the Delta III offered not only sliding, but also adjustable rear seats.
With dimensions of 4.52 m length, 1.80 m width, 2.70 m wheelbase (identical to the Lancia Kappa sedan) and 1.50 m height, the Delta offered a larger interior than the Lybra SW (station wagon), which he followed indirectly. The Lybra was available as a sedan and station wagon, the Delta is only available in one body style .
At the Detroit Motor Show in early 2010, a vehicle called the Chrysler Delta was presented. This was identical to the Lancia except for the rims, paintwork and emblems. In Great Britain , the Chrysler model had been in the model range since August 2011.
In July 2011, the Delta underwent a facelift, which mainly affected the external appearance. With the cross-ribbed radiator grille, it now had a front that was adapted to the face of the brand.
In the particularly high-quality executive equipment, the car was also used by politicians in Italy.
In January 2014, the engine range of the Delta was severely restricted, whereby only the 120 hp 1.6 l diesel was available. It was only offered in the two lines Silver and Gold ; the previous highest level of equipment, Platinum , was omitted.
Instead, there was now the special model Delta S by Momodesign , which included, among other things, headlights with a high-gloss finish , 18-inch alloy wheels or a glossy black tailgate. Inside, the vehicle designed with the Milanese “Momodesign Style Center” stood out from the series models with, among other things, yellow instrument dials and seats in a combination of fabric and leather. The equipment also included cruise control, two-zone air conditioning and electrically adjustable exterior mirrors.
Production of the third Delta was discontinued at the end of 2014. A successor is not currently being planned.
|model||Displacement||design type||power||Torque||construction time|
|1.4 T -JET 16V||1368 cc||R4||88 kW (120 PS) at 5000 rpm||206 Nm at 1750 rpm||08/2008 - 01/2014|
|1.4 MultiAir 16V||1368 cc||R4||103 kW (140 PS) at 5000 rpm||230 Nm at 1750 rpm||07/2010–01/2014|
|1.4 T-Jet 16V||1368 cc||R4||110 kW (150 PS) at 5500 rpm||206 Nm at 2250 rpm||08/2008 - 07/2010|
|1.8 DI T-Jet 16V||1742 cc||R4||147 kW (200 PS) at 5000 rpm||320 Nm at 1400 rpm||02/2009 - 01/2014|
|Diesel (with soot particle filter as standard )|
|1.6 Multijet 16V||1598 cc||R4||77 kW (105 PS) at 4000 rpm||300 Nm from 1500 rpm||07/2011 - 01/2014|
|1.6 Multijet 16V||1598 cc||R4||88 kW (120 PS) at 4000 rpm||300 Nm from 1500 rpm||08/2008–12/2014|
|1.9 Multijet twin turbo||1910 cc||R4||140 kW (190 PS) at 4000 rpm||400 Nm from 2000 rpm||08/2008 - 01/2014|
|2.0 Multijet 16V||1956 cc||R4||121 kW (165 PS) at 4000 rpm||360 Nm from 1750 rpm||08/2008 - 01/2014|
A total of 4,248 third-generation Lancia Delta were newly registered in Germany between 2008 and 2014.
- Lancia type compass. (Status: 04/2007), Motorbuch Verlag, ISBN 978-3-613-02593-6 , pp. 76-80.
- Paul Schinhofen: Lancia - innovation and fascination. 100 eventful years. Heel Verlag, Königswinter 2006, ISBN 978-3-89880-649-7 , pp. 90-103.
- Graham Robson: Lancia Delta. 4 WD & Integrale - The rally champion. Heel, Königswinter 2012, ISBN 978-3-86852-481-9 .
- Werner Blättel, Gerhard Wagner: Lancia Delta HF Integrale - The story of a champion. Heel Verlag, Königswinter 2005, ISBN 3-89880-268-X .
- Characteristic features of the Medici II as well as the Delta I were the slightly inclined bonnet, high-set headlights and the bumpers painted in body color. The Medici II also influenced the design of the Quattroporte III , the DeLorean DMC-12 and the VW Scirocco I . See illustration of the Ital Design Medici II.
- Paul Schinhofen: Lancia - Innovation and fascination. 100 eventful years. Heel Verlag, Königswinter 2006, ISBN 978-3-89880-649-7 , p. 93.
- Werner Blättel: Lancia Delta HF Integrale - The story of a champion. P. 148ff.
- Berliner Kurier 1996, June 23, p. 18.
- Farewell performance: These cars were discontinued in 2014
- Delta premiere in Geneva , auto motor und sport issue 5/2008, p. 8.
- Thomas Urban , Der Untergang , in: Süddeutsche Zeitung, 7./8. March 2015, p. 73.
- Archived copy ( Memento from August 15, 2011 in the Internet Archive )
- for some exporting countries 85 kW (115 PS)
- for some export countries 120 kW (163 PS)
|Timeline of Lancia and Autobianchi models since 1945|
|Type||Lancia, independent until 1969||Purchased by Fiat in 1969, Fiat number range since then|
|Autobianchi, JV between Bianchi, Fiat and Pirelli||from 1967 100% part of the Fiat group||abroad as Lancia, in Italy as Autobianchi|
|Small car||A112||Y10 (156)||Y (840)||Ypsilon (843)||Ypsilon (846)|
|Compact class||A111||Delta I  (831)||Delta II (836)||Delta III (844)|
|Middle class||Primula||Prism (831)||Dedra (835)||Lybra (839)|
|... Ardea||Appia||Fulvia||Beta / Trevi (828)||Flavia|
|upper middle class||Flavia||2000||Gamma (830)||Theme (834 / Y9)||Kappa (838)||Thesis (841)||theme|
|Coupé / convertible||Stellina|
|Fulvia Coupé / Sport||Beta Coupé  / Spider / Montecarlo (828)|
|Aurelia||Flaminia||Gamma Coupé / GT (830)||
|Van||Zeta (220)||Phedra (179)||Voyager|
 also built by Seat in Spain