Lancia Delta Integrale

Every surviving Integrale has some level of corrosion, even well-maintained examples. The body was originally built from the 1979 Delta platform with insufficient corrosion protection. Water collects in box sections where three metal layers are spot-welded together, particularly at the rear roof edge, boot floor, and front suspension mountings. The inner sills have only a thin layer of paint that does not prevent long-term corrosion. Rust works from the inside out, meaning an apparently clean car can hide serious structural decay underneath. Avoid any car lathered in underseal, as this traps moisture and masks damage. Repair costs vary enormously: minor panel patches cost €1,000-3,000, while full shell restoration with dipping and re-welding can reach €15,000-25,000. Stellantis Heritage now reproduces bonnet, mudguard, and door panels, improving availability of outer body panels.

The Integrale shell is essentially a reinforced version of the base Delta, a platform designed for modest power outputs. The combination of 185-215 hp, turbo torque, and permanent all-wheel drive stresses the structure beyond its original design limits. Common failure points include cracks at windscreen corners, the bulkhead around chassis leg attachments, and the perimeter of the rear turrets. Cars with stiffened aftermarket suspension are particularly prone, as the stiffer setup transfers more load into the shell rather than absorbing it. Chassis strengthening kits with welded reinforcement plates are available and should be considered essential on any car driven regularly. Professional seam welding of the shell significantly improves rigidity. Repair costs depend on severity: minor crack repair and plate welding costs €2,000-3,000, while comprehensive strengthening requires €4,000-6,000.

The Garrett turbochargers used on all Integrale variants can fail due to worn seals, typically manifesting as blue smoke during acceleration or deceleration. The small rubber turbo oil feed pipe becomes porous with age and can restrict oil flow, starving the turbo bearings. The engine naturally consumes up to 0.5 litres of oil per 1,000 km, and if not regularly topped up, the turbo suffers first. An exchange turbo or rebuild costs €500-700 for the unit itself, but the total bill rises significantly because of labor-intensive access through the crowded engine bay. A cracked exhaust manifold is often discovered during turbo work, adding to the bill. Budget €1,500-3,000 for a complete turbo replacement including associated items.

The five-speed manual gearbox suffers from synchro wear, particularly on second and third gears, from enthusiastic use or previous rally-style driving. Crunching when shifting into these gears is a clear warning sign. The 16v models have a specific weakness where differential pins can work loose and destroy the crownwheel, producing nasty whining or clunking noises. A complete gearbox rebuild including synchros, bearings, and seals costs €2,500-4,000 at a specialist. If the front epicyclic differential also needs work due to hard launches or abuse, add another €1,500-2,000. The clutch itself is a gearbox-out job costing €800-1,200 including parts and labor.

The 2.0-litre Fiat twin-cam engine is durable when properly maintained, but at 30+ years old, many examples have accumulated wear. Key symptoms include a clattering top end (worn camshaft lobes), big-end bearing knock (deep rumble at idle that quietens with revs), and low oil pressure (below 1 bar at warm idle or below 3 bar at 3,000 rpm). The balancer shaft bearings are particularly problematic as they are NLA (no longer available) from Fiat. When these bearings wear, they leak oil and reduce overall oil pressure. Many specialists recommend deleting the balancer shafts entirely using aftermarket kits (€200-250), which improves oil pressure and reliability. A full engine rebuild at a specialist costs €5,000-8,000 for a standard specification, or €8,000-12,000 if upgraded internals are fitted.

After three decades, the original wiring harnesses have endured hundreds of heat cycles, causing insulation to crack, connectors to corrode, and earth points to deteriorate. Poor earth connections are the most common culprit behind instrument and switchgear failures. The blue temperature sensor connector in the thermostat housing and the timing sensor wiring inside the distributor are particularly vulnerable. Some component senders are NLA, including the low engine oil warning sender and the Evo speedometer sender, meaning electrical diagnosis can become an exercise in creative problem-solving. A new complete engine loom from specialist manufacturers costs €800-1,500 fitted. Individual fault diagnosis and repair of earth points and connectors typically costs €500-1,000, but chasing intermittent faults can quickly escalate.

Oil leaks are almost universal on the Integrale. The upper sump gasket, originally made from cork, is pushed out by crankcase pressure and leaks onto the exhaust manifold on 8v cars, creating a fire risk. An uprated composite gasket is available and should be considered essential. The oil cooler rear connection to the oil filter block can become pitted and leak. Using original components for oil cooler repair costs approximately €700, though aftermarket alternatives are cheaper. The turbo oil feed pipe also becomes porous and leaks. Most owners budget for ongoing minor oil leak repairs as a routine part of Integrale ownership.

The original plastic 90-degree elbows on the fuel pump assembly perish with age, cracking and causing fuel leakage. This is a safety-critical issue that must be addressed on any car that has not already had the upgrade. Aluminium replacement elbows cost approximately €30-50 and are a straightforward preventive fix. The fuel tank top seal also degrades, and fuel lines throughout the car should be inspected for brittleness. A complete fuel system refresh including lines, elbows, and seals costs €400-800 at a specialist.