On the other hand, what we have here is (yet) another Classic World Racing Championship Lancia rehibilitate. On the other hand, we are not (yet) tired of the classic WRC Lancia recovery devices. This ship comes from the Netherlands, a little further north than the Swiss and Italian paths we’ve seen so far. A company called Maturo Competition Cars in Veghel, which specializes in preparing old Delta Integrales vehicles for rallying, decided to develop a Delta HF Integrale 16v in the manner of the winning Group A cars. WRC Manufacturer’s championships in 1990 and 1991. The three men behind it decided they wanted to retain the feel of the original to deliver a similar driving experience – with more horsepower, spontaneously. course – built with much more luxurious and reliable components.
Hatchbacks now called Maturo Stradale start with Delta HF Integration in usable condition. The chassis is stripped, then sandblasted. The welder installs a fully custom roll cage and adds spot welds in 250 positions, increasing rigidity. These much stronger bones are then ground and repainted to prevent corrosion.
While all that is being done, the 2.0-liter 4-cylinder engine will get an even bigger overhaul. Group A Lancias make about 200 hp. Upgraded latch on larger carbon airbox, reworked Garrett turbo, larger central intercooler, upgraded injectors and fuel system, new harness and reprogrammed racing engines ECU. New internals include forged rods and pistons, and lighter valves. There is a thicker timing belt, and the balance shaft is gone. Peak gain increases from 1.2 bar to 1.8 bar, bringing peak power to about 355 hp. The company said engine “Will reliably deliver 380 hp or more and more than 550 Nm [405 lb-ft] of torque. ”
The original five-speed gearbox was rebuilt with stronger gears and could be further modified with slotted straight-cut gears for shifting. The original Deltas didn’t have a front differential lock, instead a Ferguson viscous center differential and a Torsen rear differential. Maturo introduces a new viscous center differential and mechanically different locking on both axles, connected to a drive shaft made from alloys made for Formula 1 cars that can withstand the angle of incidence. 40 degrees without distortion.
The four-way adjustable suspension is derived from the company’s dedicated cars and can be enhanced with a hydraulic ride height control system. The brake unassisted, but the front and rear pressure can be adjusted using a knob on the handbrake lever when aiming for a perfect slide from behind through a 180-degree angle on the runway stage.
At the top all these dirty bits are full carbon fiber The body panels are over 100 pounds less than the original car, even with the slightly larger front and rear spoiler. The forged 17-inch Evo Corse wheels don’t look nice and trendy, they also reduce weight. Once testing is complete, the target curb weight is 2,645 pounds. Inside, think refitted with regular leather, carbon, titanium, anodized aluminum, and Alcantara, with carbon Sparco bucket seats up front and a choice of stitched-up rear seats or removed rear benches. The instrument cluster is also completely revamped, looking like something out of the 1990s car model don’t want to do anything but go fast without fuss. With “Juha” on it? It’s a particularly sporty driving mode named for Juha Kankinnen, the Maturo brand ambassador, who won the WRC Driver’s Championship driving the original HF Integrale in 1991.
Price? There is no mention of that yet. But Maturo plans to make only ten of these, which should give you a clear idea of how tall it is. The test will run until the end of the year, after which there will be pre-orders. And, we predict, close almost immediately.
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