The Greatest Rally Car Ever Made
Between 1987 and 1992, the Lancia Delta won the World Rally Championship manufacturers' title six consecutive times — a record that still stands. Across four evolutions of the car, the Delta accumulated 46 WRC event victories, driven by legends including Miki Biasion, Juha Kankkunen, and Didier Auriol. Kankkunen won the drivers' title in 1987 and 1991, and Biasion in 1988 and 1989. This isn't just a car with motorsport heritage. This is a car that defined an era of motorsport. And unlike most homologation specials, the road-going Delta Integrale was genuinely thrilling to drive — a turbocharged, all-wheel-drive hot hatch that could embarrass supercars on the right road. Its 0-60 mph time of around 6 seconds was blistering for a hatchback of its era.
The Evolution of a Legend
The Delta's rally program produced four distinct road car variants:
Delta HF 4WD (1986-1987): The original rally-derived model, with a 165 hp turbocharged 2.0-liter four-cylinder and permanent all-wheel drive. Visually close to the standard Delta, with only subtle flared wheel arches distinguishing it. Approximately 7,500 units were produced, making it a rare but attainable entry into the Delta 4WD family.
Integrale 8v (1987-1989): Wider arches, more aggressive stance, and a bump to 185 hp. This is where the "Integrale" name appeared, signifying the integration of all-wheel drive. The car was homologated for Group A rally competition and immediately began winning, with 13 WRC victories to its name. About 10,000 units were produced, reflecting its popularity and success.
Integrale 16v (1989-1991): The 16-valve head arrived, pushing power to 200 hp and transforming the engine's character with a broader powerband and sharper throttle response. The 16v is considered by many to be the sweet spot of the range — powerful, characterful, and still relatively simple. Approximately 12,860 16v units were built, ensuring a healthy supply for collectors today.
Evoluzione (Evo 1, 1991-1992) and Evoluzione II (Evo 2, 1993-1994): The Evo cars received wider tracks, reworked and strengthened suspension, larger brakes, and further engine refinements. The Evo 2 produced 215 hp and featured a catalytic converter for emissions compliance. Approximately 2,481 Evo 2 units were built, making it the most desirable and valuable variant. The Evo 1 and Evo 2 accounted for approximately 8,100 units combined (roughly 5,600 Evo 1 and 2,500 Evo 2), with the Evo 1 being slightly less powerful at 210 hp.
The Elephant in the Room: Rust
There is no polite way to say this: Lancia Delta Integrales rust. They rust badly, extensively, and sometimes in ways that are invisible until it's too late. The Integrale was built on the bodyshell of the humble Delta family hatchback — a family car not designed for the kind of structural stresses that a turbocharged, all-wheel-drive rally machine imposes. The steel body panels and structural members were not adequately protected against corrosion, and Lancia's quality control in this era was inconsistent.
Common rust areas:
- Inner sills and jacking points (structural — this is the critical one)
- Rear wheel arches
- Boot floor and spare wheel well
- Front subframe mounting points
- Door bottoms
- A-pillar bases (often hidden behind trim)
A Delta Integrale that looks clean on the surface can be rotting underneath. This is not an exaggeration — it's the defining reality of Integrale ownership. Some owners report spending upwards of $30,000 on rust repairs alone, making pre-purchase inspections critical.
What a Good One Costs
The Integrale market has seen significant appreciation, driven by the car's extraordinary motorsport provenance and the dwindling supply of solid examples.
- 8v: $45,000-$80,000
- 16v: $55,000-$90,000
- Evo 1: $70,000-$120,000
- Evo 2: $90,000-$160,000+
- Evo 2 Edizione Finale (final 250 units): $120,000-$200,000+
These prices assume cars in good structural condition. Cars with significant rust or poor repair history trade at substantial discounts — but buying a cheap, rusty Integrale is a false economy. Proper structural restoration can cost $20,000-$40,000 or more, and that's before considering any mechanical or cosmetic work.
Buying Advice
1. Inspect the structure before anything else. Get the car on a lift and probe the sills, subframe mounts, and floor with a screwdriver. If the metal is soft or perforated, walk away unless you're prepared for a major restoration.
2. Buy the best you can afford. This advice applies to every collector car, but it's especially true for the Integrale. The gap between a $60,000 car that needs $30,000 in rust repair and a $90,000 car that's solid is obvious in hindsight.
3. Service history matters enormously. The Integrale's turbocharged engine and all-wheel-drive system require regular maintenance. A car with a documented history from a Lancia specialist is worth a significant premium over one with gaps. Timing belt changes every 30,000 miles or 5 years are crucial.
4. Consider Southern European or Japanese-market cars. Integrales that spent their lives in Italy, Spain, or Japan are far less likely to have severe rust than those from northern Europe. Japanese models often come with additional features like air conditioning, which can be a bonus for comfort.
5. Join the community. The Integrale community is passionate and knowledgeable. National clubs, online forums, and marque specialists can provide invaluable advice before and after purchase. Events like the Lancia Motor Club's annual meet are perfect for networking and learning from seasoned owners.
Regional Market Differences
The global market for the Lancia Delta Integrale varies significantly by region, with European countries generally leading in availability and price. In Italy, where the car was born, prices tend to be slightly lower due to higher supply and local familiarity, with decent examples starting at €40,000. In contrast, UK prices often reflect a premium, with collectors willing to pay upwards of £100,000 for pristine Evo 2 models. In the United States, where the car was never officially sold, prices can be even higher due to import costs and rarity, with well-sorted examples fetching over $150,000.
Japan presents another interesting market. Japanese collectors value originality and condition, often maintaining their vehicles to a high standard. Consequently, Integrales imported from Japan are perceived as some of the best-preserved examples, though they can command a 10-20% premium over European counterparts.
Why It's Still Worth It
Despite the rust risk, the Delta Integrale remains one of the most compelling collector cars of its era. Nothing else offers this combination of motorsport provenance, driving involvement, and raw character. When you drive a well-sorted Integrale hard on a twisting mountain road, you understand why it won six world championships. The turbo builds, the all-wheel drive pulls you out of corners, and the car communicates with an immediacy that modern hot hatches, for all their polish, simply cannot match.
The Integrale demands more of its owner than almost any other collector car. But for those willing to accept the challenge, it rewards like few others can. And with the collector car market showing no signs of slowing down, especially for cars with such rich racing heritage, the Integrale's status as a blue-chip investment seems secure.