The 1988 Lancia Delta Integrale is what we’re missing

We talk about nostalgia often on this site, and that’s because cars are so often largely responsible for igniting the feeling. For me, the magic decade is really the 90s – I couldn’t drive yet, but I remember seeing some of these cars. The 80s? Not so much. I wasn’t even alive for half the decade. But maybe cars like this 1988 Lancia Delta Integrale are worth remembering.

That is, if you’ve ever even heard of one.

The 1988 Lancia Delta Integrale Overview

What’s classic to you? I’d say no other question is as age-related in the automotive universe. 

What’s not classic to me? Anything from the 1930s through the early 70s. I can appreciate them, but they just aren’t my thing. Besides, Ford is fresh out of Deuce Coupe press loaners.

But that still leaves a ton of treasures from the decade I was brought into this world. I can vaguely remember the first car I ever had a crush on – the 1988 Honda Accord Coupe. I have no idea why, I just liked it and remember my neighbor having a black over tan example. But we’re far away from that decade now, and cars are such different animals.

And this is an animal that you’ve probably never seen. You might know Lancia from their legendary Rally racing exploits, especially with the Stratos. They left the U.S. market in 1982, but unlike so many other Italian auto makers, never returned. They still exist elsewhere in the world, having become a part of the Stellantis family. Yes, the same company that owns Dodge.

Like many great racers, the car you see before you started off in life as a plain Jane Delta (it was designed by Giorgetto Giugiaro, of M1 fame among others). And in tweaking it, Lancia used a familiar formula; add all-wheel drive, a turbocharger, a stiffer suspension, bigger brakes, and fender flairs that let you this car is DTF if you are.

You could say this is one of the most successful Rally cars of all time. The Mitsubishi Evolution. The Subaru WRX. And every other hot hatch with all-wheel drive and a bad attitude – they all owe a debt of gratitude to this Delta. So, let’s grab it by the neck and see what’s up.

Performance Score: 7. Rally Rambo

This car weighs 2,425 pounds. If Porsche made one of these today, they would call it the Gesundheit Edition and charge eight million dollars because it’s so “raw”.

Engine

What a little cutie. This is a 2-liter turbocharged four-cylinder engine, and it pumps out (well, exhales out heavily) 185 horsepower.

With a power-to-weight ratio of a little more then half an M3 Competition, this isn’t a slow car by any means, and the engine is eager to rev up to it’s 6,500 RPM redline. Sounds great out of twin tailpipes too. Revs don’t happen as fast, but there’s also a smoothness to it that isn’t present in today’s on/off switches they use for throttles. 

The turbo – of course with no computer to help, you must wait for the boost to come on from the single Garret turbocharger. But this isn’t really bad – you don’t explode once boost comes on; it’s all gradual. 

That describes the entire car if I’m honest.

Transmission

Chef’s kiss*

A simple five-speed manual with short-ish throws and an easy-to-modulate clutch. When I die, this will be the transmission installed on all the cars in my version of heaven.

Do I wish this car had one more gear? Meh – it doesn’t need another ratio for the highway, and downshifting is such a pleasure anyway. Aside from tiny pedals, it’s easy to find a rhythm and enjoy yourself.

Attached to this transmission is an all-wheel drive system that’s beefed up from the original HF, and there are many names involved like Torsen differentials and Ferguson viscous couplings. It just works, and pulls you out of corners with ease. The slightly front-wheel bias never reveals itself in the steering wheel.

Chassis and Steering

Less weight, and thus less unsprung weight, makes driving this car an experience you won’t find anywhere else – not even in a $300,000 GT3.

Why? Let’s start with performance that’s exploitable. You never have to be afraid of the car doing something it’s not supposed to, because the limits are so approachable at street speeds. Light. Fun. Tossable. Balanced. These are words that sound cliche but take on new meaning here.

The steering is heavy and firm, but you don’t need to be Max Verstappan to drive it far – it’s simply lovely. No slack, no hesitation. Just point and squirt.

The Integrale does get some upgrades in the name of revised front springs, dampers, and front struts, along with bigger wheels. That’s 195/50 R15, thank you very much. But that’s still much less than anything else I’ve driven.

It’s a joy.

Brakes

Two things. First, the foot well is tight, so I found my size 13 Pumas snagging the clutch instead of the brake on occasion.

But that’s okay because the brake pedal has a dead spot at the beginning of travel where nothing happens, and then everything happens. Just learn to modulate, it’ll all work out. Kudos also to the hardware – Brembo supplied them, and even though there’s no cross-drilled, slatted/slooted nonsense, they work very well considering they are just 11.1 inches in diameter. This from a time when most mainstream cars still had drums. 

Lifestyle Score: 4. It was a different time

Can you drive this car every day? That’s rhetorical – you can drive any car every day, it’s just a matter of what you’re willing to put up with.

In the Integrale, you aren’t really put off by too much. The car is narrow, so two big guys will touch elbows during spirited drives. I won’t tell if you won’t.

The front seats are from am E30 BMW M3, and they are both comfy and supportive, if a bit narrow for my frame. Must have been a revelation back then though.

I’d say the back seat is tight, but that would be kind. You can put people back there if you hate them – but the M235i Gran Coupe I’m driving this week is no different, and that’s fresh off the factory floor. There is also a trunk that’s easy to get to from the hatch.

It’s really not such a bad car to live with on a day to day basis, which I suppose is the entire point of building a race car off a hatchback.

Fuel Economy: 4. Limited sample

Information on this car is hard to come by. The Delta Integrale will do 24 miles per gallon according to the internet, but that’s due more to physics than technology. If Google brought you here looking for a city or highway rating – sorry. Euro countries do it differently, and this was a very difficult car to obtain even back then.

Fear not though, because the car’s single turbocharger and lightweight construction really shouldn’t make you frequent the gas station that often. A GR Corolla gets about the same mileage, and that’s both impressive and not, depending on how you view progress.

Features and Comfort: 2. Safety first

No air bags. No air conditioning. Nothing but a thin piece of metal and the asphalt to stop your momentum.

Let’s just say, it’ll take some getting used to.

We built this city

Let me start off by stating two things: I did not have my daughter with me, and it was a beautiful summer night when I drove the Lancia.

That said, there are no air bags and no A/C. Being a 1988 model, this car uses R134 refrigerant that’s still available but not as easy to get as it once was. On my night spent with the car it was fine, but those mouse fur seats were getting hot.

As for the air bags – I’m no prude, old cars don’t scare me. But I’d probably skip Daddy-daughter rides because hey, you can’t always control every situation out on the road. I’m fine though, and you will be too, so gets to driving instead of hiding it in the garage.

But elsewhere the Integrale is easy enough to be friends with. There’s a big dash with tons of dials that make me feel like the car is speaking in Italian to me. Or at me.

“Ehh, maybe little beet more revs? Maybe you like-a more oil pressure? Si?”

The aftermarket stereo is cool with me – we need tunes, and I’m out of tapes to play. Crank windows, a turnkey ignition, and a Sparco steering wheel complete the distraction-free driving environment.

It is refreshing.

Lions, tigers, and flairs

Welcome to Lord Blue, one of just a few factory colors available on the Integrale. Why yes, I would pick this color as well, thank you for agreeing with me!

Should you ever find yourself in the awkward position of seeing a regular Delta coming the opposite direction while your date is in the car, fear not. Lancia gives plenty of visual clues that you’re the king, such as those boxy fender flairs and a unique bumper to get more air into the engine, along with body-color mirrors.

These Speedline wheels are aftermarket, but the original ones are also very cool – I forgot to ask Jason, the owner, if he has them or if they’re lost to the sands of time.

Other hot hatches to consider

• 2025 Subaru WRX tS
• 2025 Toyota GR Corolla
• 2024 Hyundai Elantra N
• 2021 Volkswagen Golf GTI

The 1988 Lancia Delta Integrale reminds of what really matters

Obviously, they don’t make cars like this anymore.

Wellllll – actually they do. The GR Corolla, still fresh in my mind, is a car I’d say is about as raw as this Integrale.

But there is such a difference. The Toyota has heavy and direct steering that offers great feedback, but it’s still coming from a computer program telling the steering how to feel, like it’s some sort of digital psychologist. Same goes for the engine, the brakes – all must be passed through HAL before responding to your request. 

But the further back in time you go, the less feedback is actually programmed and the more is just simply a byproduct of being a machine. Belts turn pulleys that cause gears to spin and magically you travel down the road. There is no sport suspension button to press, no throttle to adjust (unless you get out and pull on the cable yourself). I can tell the difference of course, or this wouldn’t be Machines With Souls.

How much does this all cost? Finding the original MSRP is difficult, but that’s of little consequence now. It seems like they are reasonable – though not many examples come up for sale. Finding one already imported into the U.S. is even more difficult, so don’t expect a Delta to land in your driveway tomorrow.

But when one does, you’ll have one of the original hot hatches – the real deal. The smell of oil, gas, and go. Hard not to fall in love when there’s a constant smile on your face.

Definitely won’t forget about Lancia now. 

Thanks to Jason for showcasing his Integrale!