The project launched in 2004 with a damage-free, rust-free donor car, kicking off a no-budget, obsessive-compulsive, four-year, photo-documented project. The body was stripped down to bare metal, rust proofed, welded, Abarth design reinforcement plates for several stress areas were added, the interior rocker panels were reinforced, a full twenty-three Sparco roll cage points, a tubular front upper cross member and an aluminum rear firewall was added. The body was then primed and painted white.

Continuing body updates included lightweight, flared and vented Carbon Kevlar front fenders, widened and modified front and rear bumpers, a Carbon Kevlar roof spoiler and Group A carbon fiber mirrors.

Ventilated inner fenders allowed cool air to enter the engine compartment and hot air to escape. All four doors, hood, rocker panels and tailgate have all been replaced with lightweight fiberglass parts. The FIA approved Lexan side and rear windows, with very high quality sliders, were bronze tinted and installed.

The interior was stripped down and fitted with an Alcantara-covered dashboard and interior door panels, a Carbon Kevlar interior roof vent and a Group A floor plate and rest. -browser feet have been added.

Twin Sparco EVO bucket seats and twin Sabelt six-point safety harnesses were fitted, using steel seat rails and Sparco alloy seat mounting brackets. FIA approved padding has been added to the roll bar. Two fire extinguisher systems connected to FIA specifications and a portable fire extinguisher have also been added. Performance feedback is sent to the driver and co-driver via an AIM Motorsport MXL data logger, 80mm Abarth boost gauge, Stack oil pressure gauge and instrument cluster and navigation panel in carbon Kevlar. Additional interior equipment includes a heat shield, air horns and a map reading light for the navigator. In other words, it has everything you need and nothing you don't.

Suspension system features chrome moly front and rear control arms and pickup point with 3/4″ tie rod ends mounted on GAZ Gold coil springs (with helper springs), rear tie rods in chrome molybdenum with rosette, a differential in chrome molybdenum. cradle, front and rear aluminum strut reinforcements, rear underbody reinforcement and front and rear spherical bearing upper mounts. It's fully covered in poly and everything is built to Factory Evo specifications. The braking system includes Wilwood crankset and AP Racing cylinders, AP Racing bias valve, vertical hydraulic handbrake lever and three AP Racing reservoirs and associated piping. Front brakes include specially designed disc bells, AP Racing six-piston calipers, Ferrodo DS2500 pads and AP Racing 355mm x 35mm floating discs. Rear brakes include specially designed disc bells and mounting brackets, AP Racing four-piston calipers, Ferrodo DS2000 pads and AP Racing 305mm x 26mm rotors. All brake hoses were supplied by Goodridge, with Brembo supplying the handbrake calipers and brackets. Steering is via a BMW MINI power steering pump and bespoke power steering piping, as well as a Sparco steering wheel with an FIA-spec quick-release boss. Since the power goes to all four wheels, the Lancia Delta Intégrale Evo puts the power to the ground thanks to original style 17" x 8" Compomotive alloy wheels fitted with a matching set of Michelin Pilot Sport 215/45/ZR17 and comes with a spare set of Compomotive MO six-spoke 17" x 8" alloy wheels fitted with Hankook 210/625/R17 tarmac rally tires.

The engine was built by the late Fiat Lancia specialist Guy Croft, developing 407 hp at the wheels (so about 540 hp at the flywheel) and, more importantly, 400 ft/lb of torque thanks to meticulous – and therefore expensive – engineering. The work included a Guy Croft cylinder head fitted with its own camshafts, cam pulleys, triple valve springs, racing valve guides, tri-angle valve seats, pistons and rings, Cunningham crankshaft and connecting rods made to Cunningham's own specification by Guy Croft. The engine was dry sump and features a high pressure oil pump, full baffled crankcase with windage plate, made to order front engine mounts with oil intakes and a pressure accumulator. Morroso electric oil that keeps it all lubricated. The engine is fed via a Garrett GT3076R turbocharger, Lancia Kappa intake manifold (made to Guy Croft's own specifications, of course...), anti-lag valve, K&N high performance air filter, transmission aluminum cooling system and a massive intercooler. with piping. Fuel is delivered via an ATL FIA specification fuel tank (with an ATL baffle housing and safety foam), housing and bracket. Two low pressure lift pumps and two Bosch 044 Motorsport high pressure pumps feed an ATL fuel swirl pot via Goodridge fuel hoses and fittings. A custom fuel injector rail feeds gas to Bosch EV14 800cc injectors. Ignition is provided by an AEM Cdi Ignition system. The 3-inch exhaust system features twin mufflers, a Turbosmart external wastegate, an external wastegate pipe and a custom exhaust manifold, the latter two items being made from stainless steel. The exhaust is strategically wrapped to prevent heat damage to nearby components and also ensure the best thermal conductivity and gas flow. When completed, the Delta Integrale weighed approximately 2,200 pounds, giving it Supercar performance.

Cooling comes from an oversized aluminum radiator and Mocal oil cooler, the latter including an HKS remote oil filter housing. The oil and water cooling systems feature custom-built piping by Goodridge and ASH respectively. A Forge aluminum collector tank and two cooling fans complete the specifications. The engine management system includes a DTA S60 ECU, which was mapped by Advanced Motorsport and Engineering on Dynopak with a Turbosmart boost control valve. Other components include a custom lightweight wiring harness and 150-amp Bosch alternator, Brise aluminum racing starter, FIA-spec battery master system from the same company, lightweight battery and lightweight mounting cage and a secondary emergency fuse box. .

The five-speed transaxle housing features stronger spur gears and has been machined to be fully true and reinforced, with power coming from a lightweight flywheel and Alcon Rally Twin-Plate 7 clutch ¼", thanks to an AP hydraulic slave cylinder and center-release bearing. A Quaife differential and quick shift kit with a Sparco gear knob help shift gears while a gearbox breather keeps internal pressure low An aluminum sump guard protects the underside of the engine and transaxle. Most recently, the transaxle was overhauled in California, late last year, at a cost of. $6,775.06.

For those who don't follow the WRC (World Rally Championship), Lancia is the most successful manufacturer in world rallying, EVER. When the WRC moved from Group B to Group A in 1987, the Lancia Delta 4WD was the right car at the right time, far better suited to rallying than any other car on the market. Over the years, Lancia has achieved more than 74 WRC victories and 11 World Rally Championships (with six championship victories with the four evolutions of the Delta Integrale, a unique figure in the WRC for any car). The Delta Integrale, all versions combined, has achieved 46 WRC victories, another unique and unrivaled figure. The Lancia Delta 4WD evolved over the years (from 1987 to 1994) to be called Intégrale then Intégrale 16V and finally Intégrale Evoluzione, winning six world rally championships, far more than any other car manufacturer. Championship or race winning drivers included Juna Kankkunen, Miki Biasion, Didier Auriol, Markku Alen, Henri Toivonen, Walter Rohrl and many more!

With a construction cost well over £100,000 (then US$160,000) over a total of nine years (2004-2012), the original owner researched, spent hundreds of hours building the tub and suspension, and I wrote the multiple big controls for the engine, transaxle and all the associated goodies. The Lancia Delta Integrale EVO 1 Group A was featured as Case Study #1 in Guy Croft's book on Fiat/Lancia engine modification and tuning and is built to the ultimate Integrale specification, replicating this Lancia would be extremely expensive and time consuming. consuming. Lancia Delta Integrale Evo is super responsive, the mechanical sounds are just loud enough to make your drive a sensory experience, but quiet enough that you won't wake the neighbors on your way to Cars & Coffee, delivered with a massive stack of obsessive-compulsive construction and maintenance documents

The price includes:

- Maritime transport to France (Port of Le Havre)
- Taxes and VAT

Does not include the registration document and its transport to the place of delivery

More than 40 photos available of the vehicle