If I asked you who essentially the most successful manufacturer within the World Rally Championship was, what would your guess be?
Toyota? Incorrect. Audi? Not even close. By the point Lancia had withdrawn from the World Rally Championship, the Italian automaker had amassed 11 manufacturer titles and 4 drivers titles from 46 WRC event wins.
While the 037 and Delta S4 which predate the Delta Integrale were more outrageous, this creative freedom got here about because of the relaxed ruleset on the time. Group A got here into effect to attempt to quell the ever-increasing speeds and half-hearted approaches to safety, while attempting to keep the cars more akin to their road-going counterparts. Group B dictated that 200 road-going cars needed to be created, whereas for Group A it was 5,000 in 1993, meaning manufacturers needed to forgo exotic materials and time-consuming construction methods.
The pair of Delta Integrales on display at Rally Replay need Goodwood within the UK represent the final word incarnations of Lancia’s WRC effort. Known as the Deltonas – which translates as ‘big Delta’ – these two cars were built for consecutive years. But while they could appear largely the identical, there are a myriad of differences between the 2, highlighting the constant development and relentless pursuit of performance that the Abarth workshop where they were built employed.
But these weren’t the one big changes. Jolly Club (think Prodrive in Subaru terms) took over Lancia’s WRC effort and development program from the beginning of 1992, albeit still figuring out of the Abarth workshop with all the present staff. Lancia still wrote the cheques.
In 1993, some staff were moved over to the Alfa Romeo Touring Automobile programme, but Lancia still funded the WRC effort, as evidenced by the cars carrying ‘TO’ prefixed licence plate for Turin – where they were based – versus ‘MI’ plates for Milan, Jolly Club’s base.
1991 Repsol Lancia Delta HF Integrale Group A – TO 35378S
Built towards the top of 1991, this automobile was assigned the registration TO 35378S and served as a test mule for the works team to develop Lancia’s 1992 WRC entry. A few of the changes included latest Brembo callipers allowing using 332mm discs on tarmac (313mm for gravel) and revised magnesium-cased Abarth gearbox and differentials.
The automobile also received a more advanced ECU and digital dashboard supplied by Magneti Marelli.
The 1991 development cars were the primary to receive the broader body panels, which allowed for updated Bilstein suspension and top mounts, and a wider track. That is what gave them the Deltona nickname.
TO 35378S was pivotal within the 1992 season, with the developments carried out directly supporting the team in achieving victory on eight rounds and winning that yr’s WRC Manufacturers’ Championship.
In December 1992, Carlos Sainz got here onboard, bringing his title sponsor Repsol with him.
Sadly, Sainz’ season was plagued with quite a few issues, and although he got here near winning rounds within the Lancia on multiple occasions, it never happened. After one yr, Sainz moved to Subaru, last driving a Delta within the 1993 Race Of Champions (where he finished second behind Didier Auriol, who had left Lancia at the top of the ’92 season for Toyota) before testing in an Impreza just two days later.
1992 Martini Lancia Delta HF Integrale – TO 13721T
TO 13721T debuted in gravel specification for the 1000 Lakes Rally in August 1992, to proceed the success Lancia was having that yr.
Despite only having a small budget to work with, the cars were continually improved. A rule change mandated using 8-inch-wide (relatively than 9-inch) wheels, which greatly upset the Delta’s handling characteristics.
TO 13721T was exclusively driven by Auriol in 1992, who had an incredibly eventful season, with victories in Monte Carlo, France, Greece, Argentina, Finland and Australia. The French driver narrowly missed out on the WRC Drivers’ Championship title at the ultimate round held within the UK by a mere two points, owing to terminal engine damage.
See that little adjustable pot tucked down out of view? That allowed the co-driver to lower boost levels for more tricky conditions, ultimately making the automobile more drivable.
The Fiat 242 van parked alongside is a faithful recreation of the service vehicle utilized in the 1983 season through the Group B era. By the point Group A got here around, the team began using larger Iveco vans.
There’s no debating the success that Lancia had within the World Rally Championship, but the corporate today is unfortunately a shadow of its former self, selling only a few models with limited success outside of Italy. ‘The brightest stars burn the fastest’ could be an apt description of the success Lancia had within the WRC. With Toyota being the subsequent closest OEM currently competing with seven WRC Manufacturers’ Championship titles to its name, the Lancia record will remain for at the least somewhat while longer.
A special because of Adam Midghall, Manager at Rally Replay for sharing his vast Lancia knowledge for this story.
Chaydon Ford
Instagram: chaycore
This Article First Appeared At www.speedhunters.com
